Vehicle energy recovery method, electronic device and vehicle

Abstract

This application provides a vehicle energy recovery method, electronic device, and vehicle, applied to an energy recovery system, and relating to the field of vehicle energy management technology. The method includes: acquiring the back electromotive force generated by an actuator motor, and the alignment error between a wireless charging receiver and a wireless charging transmitter. Based on the back electromotive force and the alignment error, the charging parameters of the wireless charging transmitter are determined. The charging parameters of the wireless charging transmitter can be accurately determined based on the back electromotive force and the alignment error. The back electromotive force is converted into electrical energy by the wireless charging receiver, and the electrical energy is transmitted to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters. This not only realizes the energy recovery of the back electromotive force generated by the actuator motor, but also optimizes the vehicle battery charging process, which is beneficial to improving energy recovery efficiency.

Description

Technical Field

[0001] This application relates to the field of vehicle energy management technology, and in particular to a vehicle energy recovery method, electronic equipment, and vehicle. Background Technology

[0002] With the continuous upgrading of automotive intelligence and comfort features, vehicles are widely equipped with various electric body adjustment and opening / closing actuators. These actuators generally use body actuator motors as their power source for opening and closing body accessories, position adjustment, and attitude adjustment. During the opening and closing of body accessories, position adjustment, and attitude adjustment, the actuator motor generates a certain amount of back electromotive force. This energy of the back electromotive force is not effectively recovered, resulting in energy waste. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a vehicle energy recovery method, electronic device and vehicle, which solves the problem that the back electromotive force generated by the vehicle's actuator motor cannot be effectively recovered.

[0004] To achieve the above objectives, a first aspect of this application provides a vehicle energy recovery method applied to an energy recovery system. The energy recovery system includes an actuator motor assembly, a wireless charging transmitter, and an onboard battery. The actuator motor assembly includes an actuator motor and a wireless charging receiver. The method includes:

[0005] The back electromotive force generated by the actuator motor and the alignment error between the wireless charging receiver and the wireless charging transmitter are obtained. The charging parameters of the wireless charging transmitter are determined based on the back electromotive force and the alignment error. The reverse electromotive force is converted into electrical energy by the wireless charging receiver, and the electrical energy is sent to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters.

[0006] Optionally, the charging parameters include charging voltage, charging current, and wireless charging frequency; determining the charging parameters of the wireless charging transmitter based on the back electromotive force and the alignment error includes: Based on the back electromotive force and the estimated current of the actuator motor, the power generation of the wireless charging receiver is determined. The charging voltage of the wireless charging transmitter is determined based on the back electromotive force. The charging current of the wireless charging transmitter is determined based on the power generation of the wireless charging receiver and the charging voltage of the wireless charging transmitter. The wireless charging frequency of the wireless charging transmitter is determined based on the alignment error.

[0007] Optionally, determining the charging voltage of the wireless charging transmitter based on the back electromotive force includes: A first voltage is determined based on the back electromotive force and a preset charging safety protection coefficient; wherein the charging safety protection coefficient is used to suppress fluctuations in the back electromotive force. The charging voltage is determined based on the first voltage and the preset upper limit of the charging voltage.

[0008] Optionally, determining the charging current of the wireless charging transmitter based on the power generation of the wireless charging receiver and the charging voltage of the wireless charging transmitter includes: Determine the ratio of the power generation of the wireless charging receiver to the charging voltage; The charging current of the wireless charging transmitter is determined based on the ratio and the preset rectification loss coefficient; wherein the rectification loss coefficient is used to characterize the proportion of energy loss generated in the circuit.

[0009] Optionally, before converting the reverse electromotive force into electrical energy through the wireless charging receiver and sending the electrical energy to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters, the method further includes: Obtain historical charging data of the vehicle battery and calculate historical values ​​based on the historical data; The predicted recovery power of the vehicle battery charging is determined based on the back electromotive force, the rotational speed of the actuator motor, and the historical values. In response to the predicted recovery power being greater than a preset threshold, the charging parameters of the wireless charging transmitter are adjusted to obtain the adjusted charging parameters.

[0010] Optionally, determining the predicted regenerative braking power for the vehicle battery charging based on the back electromotive force, the rotational speed of the actuator motor, and the historical values ​​includes: The reference recovery power is determined based on the back electromotive force and the rotational speed of the actuator motor; The correction factor is determined based on the historical values; The reference recovery power is corrected by the correction factor to obtain the predicted recovery power.

[0011] Optionally, the method for updating the historical values ​​includes: Collect energy recovery characteristic parameters during the charging process of the vehicle battery; wherein, the energy recovery characteristic parameters are data that can affect the energy recovery capability during the charging process of the vehicle battery; Comprehensive recycling data is determined based on the recycling characteristic parameters; wherein, the comprehensive recycling data characterizes the energy recovery capability during the charging process of the vehicle battery; Based on the comprehensive recovery data and the historical values, the updated historical values ​​are determined.

[0012] Optionally, the method further includes: Obtain the current remaining power of the vehicle battery; The reserved remaining power of the vehicle battery and the allocated remaining power to each vehicle load are determined based on the current remaining power.

[0013] Based on the same inventive concept, a second aspect of this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the method described in the first aspect.

[0014] Based on the same inventive concept, a third aspect of this application also provides a vehicle, said vehicle comprising... The electronic device as described in the second aspect.

[0015] As can be seen from the above, the vehicle energy recovery method, electronic device, and vehicle provided in this application are applied to an energy recovery system. The energy recovery system includes an actuator motor assembly, a wireless charging transmitter, and an on-board battery. The actuator motor assembly includes an actuator motor and a wireless charging receiver. The method includes: acquiring the back electromotive force generated by the actuator motor and the alignment error between the wireless charging receiver and the wireless charging transmitter; determining the charging parameters of the wireless charging transmitter based on the back electromotive force and the alignment error; the back electromotive force reflecting the electrical energy generated by the actuator motor, and the alignment error reflecting the energy recovery efficiency of the wireless charging transmitter and the wireless charging receiver; and accurately determining the charging parameters of the wireless charging transmitter based on the back electromotive force and the alignment error. The wireless charging receiver converts the back electromotive force into electrical energy and sends the electrical energy to the wireless charging receiver, enabling the wireless charging receiver to charge the on-board battery according to the charging parameters. This not only achieves energy recovery from the back electromotive force generated by the actuator motor but also optimizes the on-board battery charging process, thus improving energy recovery efficiency. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic flowchart of a vehicle energy recovery method according to an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a vehicle energy recovery device according to an embodiment of this application; Figure 3 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0019] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0020] With the continuous upgrading of automotive intelligence and comfort features, vehicles are increasingly equipped with various electric body adjustment and opening / closing actuators, mainly including electric window lift mechanisms, electric sunroof sunshade adjustment mechanisms, electric seat adjustment mechanisms, electric steering column angle adjustment mechanisms, and electric tailgate strut mechanisms. These electric adjustment and opening / closing actuators generally use body actuator motors as their power source. Actuator motors are used for opening and closing body accessories, position adjustment, and attitude adjustment. Unlike drive motors that propel the vehicle, actuator motors share common characteristics such as large numbers, high usage frequency, intermittent reciprocating motion, and the ability to be dragged in the opposite direction by gravity or inertia.

[0021] Current vehicle designs focus solely on the active drive function of the actuator motor, such as enabling comfort operations like window raising and lowering, sunshade opening and closing, seat position adjustment, steering column limit adjustment, and automatic tailgate opening and closing. This approach generally suffers from insufficient energy utilization. During operational conditions such as sunshade retraction and closing, window upward and downward movement, seat weight-based slumping / backrest rebound, steering column reset, and tailgate gravity closure, the mechanism's own weight, mechanical inertia, and user-assisted operating forces will passively rotate the actuator motor, causing it to enter a generator state and produce a large amount of back electromotive force.

[0022] Taking the closing process of a power tailgate as an example, the existing power strut assembly for a vehicle tailgate includes a power strut motor (actuator motor), a reduction gear transmission mechanism, and a lead screw / telescopic mechanism. The power strut motor is a DC drive motor. During the tailgate opening phase, the vehicle's battery system supplies forward power to the power strut motor, causing it to rotate forward. Through reduction and lead screw transmission, the motor pushes the strut to extend, overcoming the closing limit and slight gravitational resistance, actively lifting the tailgate to open it. During the tailgate closing phase, the tailgate's own weight and the human / system driving force press downwards, with gravity becoming the active force, pushing the strut to retract and forcibly causing the power strut motor to passively reverse. At this time, mechanical energy cuts the magnetic field lines in the opposite direction, and the power strut motor becomes a generator, producing a back electromotive force.

[0023] Currently, most of the energy corresponding to the back electromotive force is dissipated as heat in the motor's internal resistance, braking resistor, and drive circuit. This not only causes a serious waste of onboard electrical energy resources but also exacerbates the heating of electronic control components and shortens the lifespan of the motor and wiring harness. Furthermore, traditional vehicle accessory control strategies lack the ability to recognize conditions and predict user habits, failing to dynamically match energy recovery intensity based on user behavior, adjustment preferences, and environmental conditions. The energy recovery methods are also limited, making it difficult to balance recovery efficiency with user comfort.

[0024] Furthermore, the movement range, load conditions, and usage scenarios of various vehicle body adjustment mechanisms differ significantly: the opening and closing behavior of sunroof shades and windows is easily affected by ambient light, outdoor temperature, and user opening habits; the differences in adjustment of electric seats and steering column are reflected in the adjustment range, movement path, and frequency of memory function recall; and the opening and closing of the tailgate are closely related to the user's operating force and closing speed. Traditional energy recovery methods cannot adapt to the differentiated power generation potential of various scenarios and cannot achieve adaptive optimization of recovery parameters. At the same time, if a wired energy recovery method is adopted, it will increase the complexity of the vehicle, occupy chassis and interior installation space, and is not conducive to the overall vehicle integration layout.

[0025] In view of this, this application proposes a vehicle energy recovery method. By integrating a wireless charging receiver module into the actuator motor assembly and cooperating with a wireless charging transmitter, contactless energy transfer is achieved using the principle of electromagnetic induction, enabling effective and reliable recovery of electrical energy generated by the actuator motor. Simultaneously, the charging parameters of the vehicle battery can be optimized during the energy recovery process, improving energy recovery efficiency.

[0026] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0027] This application provides a vehicle energy recovery method applied to an energy recovery system. The energy recovery system includes an actuator motor assembly, a wireless charging transmitter, and an on-board battery. The actuator motor assembly includes an actuator motor and a wireless charging receiver. The executing entity of the vehicle energy recovery method can be an intelligent energy management system integrated into an on-board controller, which can specifically be a Vehicle Control Unit (VCU) or a Battery Management System (BMS), etc. The intelligent energy management system is communicatively connected to both the wireless charging receiver and the wireless charging transmitter. (Reference) Figure 1 Vehicle energy recovery methods include: Step 102: Obtain the back electromotive force generated by the actuator motor, and the alignment error between the wireless charging receiver and the wireless charging transmitter.

[0028] Specifically, the energy recovery system includes an actuator motor assembly, a wireless charging transmitter, and an onboard battery. The actuator motor assembly comprises an actuator motor and a wireless charging receiver. The wireless charging transmitter and receiver are configured in pairs to recover electrical energy from the back electromotive force generated by the actuator motor. For the vehicle's tailgate, the electric strut assembly is the actuator motor assembly, and the wireless charging receiver is integrated inside the electric strut assembly housing, consisting of a receiving coil, rectifier circuit, and filter circuit. The unstable alternating electrical energy generated by the electric strut motor is first rectified and filtered to convert it into a stable and compatible form of electrical energy. Simultaneously, the wireless charging receiver is equipped with a shielding layer and protective cover to isolate it from metallic foreign objects, electromagnetic interference, vibration, dust, and humid environments, ensuring stable and reliable wireless coupling transmission.

[0029] The wireless charging transmitter can be integrated into the bottom of the trunk / inside the rear bumper. The transmitter includes a transmitting coil, a power management unit, and a control unit. The receiving coil and transmitting coil form an electromagnetic coupling mechanism, utilizing the principle of alternating magnetic field induction coupling to transmit pre-processed electrical energy from the wireless charging receiver to the transmitter in a contactless, wireless manner, replacing traditional wired connections and avoiding reliability issues such as wire wear, breakage, and aging. The power management unit can adapt, distribute, and stably manage electrical energy, connecting the wireless charging receiver and the vehicle battery to ensure energy compatibility and low loss. The control unit is used for command execution, status detection, and dynamic adjustment, connecting the intelligent energy management system and the wireless charging transmitter to ensure the operation of the wireless charging optimization strategy. The wireless charging receiver's structural layout allows for precise alignment and coupling with the transmitter at the bottom of the trunk.

[0030] The intelligent energy management system is responsible for collecting data such as the back electromotive force generated by the electric strut motor, the status information of the vehicle battery, the alignment error between the wireless charging receiver and the wireless charging transmitter, the actual amount of electricity recovered by the vehicle battery, and the current load status of the vehicle.

[0031] The vehicle battery is specifically designed to store the electrical energy generated during the closing of the vehicle's tailgate. It can exchange power with the vehicle's 12V and 48V batteries through a DC-DC converter.

[0032] For electric sunroofs / sunshades or electric windows, the wireless charging receiver can be installed inside the corresponding actuator motor assembly, and the wireless charging transmitter can be installed in the A-pillar interior panel or the corresponding position on the roof crossbeam. For electric seats or electric steering columns, the wireless charging receiver can be installed next to the drive circuit of the seat adjustment motor or steering column adjustment motor.

[0033] When the actuator motor enters passive braking mode, it generates a back electromotive force, completing the conversion of mechanical energy into electrical energy. The intelligent energy management system acquires the back electromotive force and the alignment error between the wireless charging receiver and the wireless charging transmitter. The alignment error is determined based on the spatial offset distance between the receiving coil and the transmitting coil. Multiple miniature Hall sensors (or infrared distance sensors) are uniformly embedded along the edge of the transmitting coil of the wireless charging transmitter, corresponding to the edge marking points of the receiving coil. The Hall sensors have advantages such as vibration resistance, dust resistance, and adaptability to high and low temperature environments in vehicles, and can accurately detect the relative distance and offset direction between the transmitting and receiving coils.

[0034] Step 104: Determine the charging parameters of the wireless charging transmitter based on the back electromotive force and the alignment error.

[0035] Specifically, the back electromotive force (EMF) characterizes the total electrical energy generated during the current back EMF generation, while the alignment error characterizes the energy recovery efficiency of the wireless charging transceiver. Based on the back EMF and alignment error, the charging parameters of the wireless charging transmitter can be accurately determined, enabling dynamic optimization of the on-board battery charging process and improving charging efficiency and energy recovery rate.

[0036] Step 106: Convert the reverse electromotive force into electrical energy through the wireless charging receiver, and send the electrical energy to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters.

[0037] Specifically, the wireless charging receiver preprocesses the irregular AC power output from the actuator motor, converting it into stable DC power through a rectifier and filter circuit, eliminating fluctuations and noise. The wireless charging receiver then transmits this stable DC power to the wireless charging transmitter, enabling the transmitter to output power to the vehicle battery according to a specific charging optimization strategy, thus improving wireless power generation efficiency. Simultaneously, the wireless charging transmitter employs Maximum Power Point Tracking (MPPT) technology to ensure high transmission efficiency even under varying alignment errors, thereby optimizing energy recovery throughout the entire lifecycle of the electric strut.

[0038] Based on steps 102 to 106 above, the vehicle energy recovery method provided in this embodiment is applied to an energy recovery system. The energy recovery system includes an actuator motor assembly, a wireless charging transmitter, and an on-board battery. The actuator motor assembly includes an actuator motor and a wireless charging receiver. The method includes: acquiring the back electromotive force generated by the actuator motor and the alignment error between the wireless charging receiver and the wireless charging transmitter; determining the charging parameters of the wireless charging transmitter based on the back electromotive force and the alignment error; the back electromotive force reflects the electrical energy generated by the actuator motor, and the alignment error reflects the energy recovery efficiency of the wireless charging transmitter and the wireless charging receiver; the charging parameters of the wireless charging transmitter can be accurately determined based on the back electromotive force and the alignment error; the back electromotive force is converted into electrical energy by the wireless charging receiver, and the electrical energy is sent to the wireless charging receiver so that the wireless charging receiver charges the on-board battery according to the charging parameters. This not only realizes the energy recovery of the back electromotive force generated by the actuator motor, but also optimizes the charging process of the on-board battery, which is beneficial to improving the energy recovery efficiency.

[0039] In some embodiments, the charging parameters include charging voltage, charging current, and wireless charging frequency; determining the charging parameters of the wireless charging transmitter based on the back electromotive force and the alignment error includes: Based on the back electromotive force and the estimated current of the actuator motor, the power generation of the wireless charging receiver is determined. The charging voltage of the wireless charging transmitter is determined based on the back electromotive force. The charging current of the wireless charging transmitter is determined based on the power generation of the wireless charging receiver and the charging voltage of the wireless charging transmitter. The wireless charging frequency of the wireless charging transmitter is determined based on the alignment error.

[0040] Specifically, based on the back electromotive force and the estimated current of the actuator motor, the power output of the wireless charging receiver is determined using the following formula. : (1), in, It represents the back electromotive force. Represents current. It is estimated based on the motor model. By calculating the power generation, the instantaneous electrical energy generated by the actuator motor during braking and reverse generation can be obtained, thus determining the total amount of recoverable electrical energy at present.

[0041] Furthermore, determining the charging voltage of the wireless charging transmitter based on the back electromotive force includes: A first voltage is determined based on the back electromotive force and a preset charging safety protection coefficient; wherein the charging safety protection coefficient is used to suppress fluctuations in the back electromotive force; and a charging voltage is determined based on the first voltage and a preset upper limit value for the charging voltage.

[0042] Specifically, the first voltage is determined by calculating the back electromotive force and the charging safety protection factor using the following formula: (2), in, Indicates the first voltage. Indicates the charging safety protection factor. This indicates the preset upper limit of the charging voltage. For example, The value can be 0.9. The charging safety protection factor, ranging from 0 to 1, is used to suppress fluctuations in the back electromotive force (EMF). When the actuator motor passively generates electricity, the back EMF exhibits fluctuations and instability. The charging safety protection factor can proportionally compress and correct the back EMF, preventing it from becoming too high or fluctuating excessively. By limiting the first voltage to a range safe for both the circuit and the battery through the charging safety protection factor, overvoltage, impact, and damage are prevented, ensuring that the first voltage always remains within a reasonable range suitable for circuit safety and battery compatibility.

[0043] The charging voltage is determined based on the first voltage and the preset upper limit of the charging voltage. The minimum value between the first voltage and the preset upper limit of the charging voltage is taken as the charging voltage, which is also the output voltage of the wireless charging transmitter. During the calculation of the charging voltage, limiting the maximum output voltage ensures that the charging voltage remains within a reasonable and safe range. This effectively prevents overvoltage from damaging the downstream circuitry, avoids battery overcharging, and prevents high-voltage surges. By calculating a reasonable output voltage for the wireless charging transmitter, conversion losses caused by voltage mismatch can be significantly reduced, overvoltage and abnormal charging / discharging can be eliminated, and the lifespan of the battery and electronic control components can be extended.

[0044] Furthermore, based on the power generation of the wireless charging receiver and the charging voltage of the wireless charging transmitter, the charging current of the wireless charging transmitter is determined, including: The ratio of the power generation of the wireless charging receiver to the charging voltage is determined; based on the ratio and a preset rectification loss coefficient, the charging current of the wireless charging transmitter is determined; wherein, the rectification loss coefficient is used to characterize the proportion of energy loss generated in the circuit.

[0045] Specifically, the charging current is determined by calculating the following formula: (3), in, Indicates power generation capacity. Indicates the charging voltage. The rectifier loss factor represents the proportion of energy loss generated by the circuit, and its value ranges from 0 to 1. The rectifier loss factor can be used to subtract the heat loss, voltage drop loss, etc., that inevitably occur in the rectifier circuit, thus reducing the theoretical power generation current. This is converted into the actual effective current that can charge the battery, avoiding overcurrent, overheating, and miscalculation. This represents the actual usable effective power ratio. By using the rectification loss factor, the actual usable effective charging current can be accurately obtained, avoiding a disconnect between theoretical calculations and reality. Calculating the charging current based on the generator power and charging voltage improves the accuracy of charging current calculations, allowing for reasonable limitation of the charging current magnitude to prevent overcurrent, coil overheating, and excessive line load, thereby improving overall energy recovery efficiency. Furthermore, under conditions of high remaining battery charge or high temperature, limiting the charging current can reduce charging power, enabling trickle charging and thermal power reduction protection.

[0046] The wireless charging frequency of the wireless charging transmitter is determined based on the alignment error. Specifically, the wireless charging frequency is determined according to the range of the alignment error value. A smaller alignment error results in higher electromagnetic coupling strength between the receiving and transmitting coils, less magnetic leakage, and allows for appropriate matching of the transmission power. A larger alignment error leads to lower coupling efficiency between the receiving and transmitting coils, greater wireless transmission loss, and more severe heat generation. This necessitates avoiding high-power ineffective transmission and appropriately reducing the wireless charging frequency.

[0047] If the alignment error is less than a first error threshold, the wireless charging frequency is set to a first frequency, corresponding to an efficient charging mode. If the alignment error is greater than or equal to the first error threshold but less than a second error threshold, the wireless charging frequency is set to a second frequency, corresponding to a stable charging mode. If the alignment error is greater than or equal to the second error threshold, the wireless charging frequency is set to a third frequency, corresponding to an inefficient charging mode. For example, the first error threshold can be 5mm, the second error threshold can be 15mm, the first frequency can be 180kHz, the second frequency can be 150kHz, and the third frequency can be 120kHz. The first error threshold, second error threshold, first frequency, second frequency, and third frequency can all be calibrated according to actual needs. By dynamically determining the wireless charging frequency based on the alignment error, real-time transmission efficiency can be adapted, ineffective losses and heat generation can be reduced, the stability of the wireless charging link can be ensured, overcurrent and device overload can be prevented, and adaptive energy recovery control can be achieved. By determining the charging parameters of the wireless charging transmitter, the overall wireless energy transmission efficiency can be improved, the versatility across multiple scenarios can be enhanced, and refined energy management can be achieved.

[0048] In some embodiments, before converting the reverse electromotive force into electrical energy via the wireless charging receiver and sending the electrical energy to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters, the method further includes: Obtain historical charging data of the vehicle battery and calculate historical values ​​based on the historical data; The predicted recovery power of the vehicle battery charging is determined based on the back electromotive force, the rotational speed of the actuator motor, and the historical values. In response to the predicted recovery power being greater than a preset threshold, the charging parameters of the wireless charging transmitter are adjusted to obtain the adjusted charging parameters.

[0049] Specifically, historical data includes personalized user habits, environmental and temporal correlation patterns, and / or mechanical motion characteristics. Personalized user habits include long-term operational preferences such as the usual adjustment settings, frequently used opening degrees, adjustment ranges, preferred positions, and frequency of function reuse (memory recall, linked opening and closing). Environmental and temporal correlation patterns include periodic opening, closing, resetting, and adjustment behaviors formed by combining lighting conditions, external temperature, and vehicle usage time. Mechanical motion characteristics include the dynamic behaviors of each actuator motor's reciprocating motion, such as operating speed, operating force, load resistance, and inertial / gravity fall-back stroke. Historical data also includes the actual recovery power of historical onboard battery charging.

[0050] For scenarios involving electric sunroofs / sunshades and electric windows, user-specific usage habits include common opening degrees for sunshades and windows (such as fully open, half open, and hovering at a small angle), and frequent closing habits in strong daylight and high-temperature scenarios; environmental and temporal correlation patterns include opening and closing patterns corresponding to ambient light intensity and outdoor temperature; and mechanical motion operation characteristics include the closing and retraction speed of sunroofs, sunshades, and windows, as well as the operating load.

[0051] For electric seat adjustment scenarios, user personalized usage habits include single adjustment range, multi-directional adjustment path, frequency of use of seat memory button for one-click recall, and behavioral differences between long-term fixed position and frequent fine adjustment; the characteristics of mechanism movement operation include the force and formation characteristics of self-realignment operations such as seat sinking and backrest return.

[0052] For steering column adjustment scenarios, user-specific usage habits include height and fore-aft adjustment levels and travel, and the normal adjustment range corresponding to a fixed sitting posture; environmental and temporal correlation patterns include the reset adjustment patterns when unlocking the vehicle upon entry and locking the vehicle upon exit; and the movement operation characteristics of the mechanism include the motion resistance and return inertia characteristics during the locking / unlocking process of the steering column.

[0053] For electric tailgate scenarios, user-specific usage habits include average closing speed, manual assisted closing force, short-term frequency of repeated opening and closing, and long-term usage patterns in the morning and evening; environmental and temporal correlation patterns include differences in closing operations under different loads and tailgate loads.

[0054] Furthermore, based on the back electromotive force, the rotational speed of the actuator motor, and the historical values, the predicted regenerative braking power for the vehicle battery charging is determined, including: A reference recovery power is determined based on the back electromotive force and the rotational speed of the actuator motor; a correction factor is determined based on the historical values; and the reference recovery power is corrected using the correction factor to obtain the predicted recovery power.

[0055] Specifically, the predicted recovery power is determined according to the following formula: (4), in, Indicates the reference recovery power. This indicates the rotational speed of the actuator motor. This represents the back electromotive force constant of the motor. This represents the correction factor. The reference recovered power is a baseline value of the theoretically recoverable power, calculated directly from the back electromotive force and motor speed of the actuator motor. It is an ideal value that does not consider external factors such as user habits, environment, and alignment errors. As a benchmark for energy recovery, the reference recovered power quantifies the power generation potential of the actuator motor itself and is the core basis for subsequent power correction and parameter adjustment.

[0056] When calculating the reference recovery power, the faster the mechanism falls back in the actuator motor assembly, the greater the inertia, and the stronger the downward trend due to gravity, the higher the speed of the actuator motor. Higher speeds result in faster magnetic field cutting, stronger reverse induction, and consequently, a larger back electromotive force, leading to a higher predicted recovery power.

[0057] For electric sunroofs / sunshades and electric windows, the actuator motor speed and back electromotive force increase in the following situations: when the user fully opens the window or sunshade, the retraction and closing stroke is longer, and the free fall distance is greater; the window / curtain retracts quickly by its own weight, without slow buffering, and the operation is rapid; in strong light or high temperature environments, the user closes the window quickly, and the user manually applies a retraction force.

[0058] For electric seat adjustment scenarios, the actuator motor speed and back electromotive force increase in the following situations: after the seat moves back / up significantly, it adjusts downward, moves forward, and the backrest quickly rebounds to its original position, resulting in a large gravity difference; after a large angle adjustment, the seat naturally sinks and falls back due to its own weight, fully releasing gravitational potential energy; the seat memory reset is called frequently, the mechanism returns to its original position quickly, and the movement speed is fast; for multi-directional linkage adjustment, the seat sliding / tilting travel is long, and the passively driven actuator motor runs for a longer time and at a higher speed.

[0059] For steering column adjustment scenarios, the actuator motor speed and back electromotive force increase in the following situations: the steering column is raised / pushed back significantly, and then quickly falls back and resets after the locking structure is unlocked; frequent adjustments when getting on and off the vehicle, and the column quickly returns to its original position by its own weight after the limit is released; the adjustment range is large, the movement margin is sufficient, and the return movement stroke is long.

[0060] For electric tailgate scenarios, the actuator motor speed and back electromotive force increase under the following conditions: the user closes the tailgate quickly, the assisted closing force is large, and the door closing inertia is strong; the tailgate's own weight and the trunk's load increase, the falling gravity is greater, and the driving motor reverses faster; the door's lifting angle is large, the opening range is high, and the closing and falling stroke is long.

[0061] When determining the correction coefficient based on historical data, the corresponding historical values ​​are first determined based on the historical data. Historical values ​​are values ​​within the range of 0 to 1. The historical value characterizes the basic power generation potential of the actuator motor. A larger historical value indicates a higher basic power generation potential, specifically manifested in larger user operation strokes, faster action speeds, greater operating force / load, more frequent use of reset actions, and more environmentally triggered shut-off / fallback behaviors. In this case, the release of inertial and gravitational energy is stronger. A smaller historical value indicates a lower basic power generation potential, specifically manifested in gentler user operation, shorter strokes, smaller adjustments, very few complete resets, and smoother actions. In this case, the passive rotation stroke is short and the speed is low.

[0062] Different historical values ​​correspond to different correction coefficients. When the historical value is less than the first historical threshold, it indicates that the basic potential for motor power generation is small, and the preset recovery power will also be small. The correction coefficient is the first correction coefficient, which is a value less than 1. The reference recovery power can be lowered using the first correction coefficient to match the current basic potential for motor power generation. When the historical value is greater than or equal to the first historical threshold and less than the second historical threshold, it indicates that the basic potential for motor power generation is moderate and at a normal level. The preset recovery power is comparable to the reference recovery power, and the second correction coefficient can be a value close to 1. The reference recovery power can be maintained using the second correction coefficient. When the historical value is greater than or equal to the second historical threshold and less than the third historical threshold, it indicates that the potential for motor power generation is large, and the preset recovery power will also increase accordingly. The correction coefficient is the third correction coefficient, which is a value greater than 1. The reference recovery power can be increased using the third correction coefficient to match the current basic potential for motor power generation. For example, the first historical threshold can be 0.35, the second historical threshold can be 0.75, the third historical threshold can be 1, the first correction coefficient can be 0.85, the second correction coefficient can be 1, and the third correction coefficient can be 1.15.

[0063] For scenarios involving electric sunroofs / sunshades and electric windows, historical values ​​below the first historical threshold indicate that users typically have the following habits: frequently opening the windows to a small degree, rarely opening them fully, and frequently pausing at small angles; rarely actively closing or retracting them in low light or low temperature environments; smooth opening and closing movements, short return strokes, and low frequency of overall closing and reset actions. Historical values ​​greater than or equal to the first historical threshold but less than the second historical threshold indicate that users have normal usage habits, with moderate window and sunshade openings, opening and closing appropriately according to light and temperature, and moderate movement speed and return force, representing a standard and routine operating mode. Historical values ​​greater than or equal to the second historical threshold but less than the third historical threshold indicate that users frequently open sunshades and windows fully, frequently performing complete closing and retraction actions in strong light and high temperature environments; fast closing speed, complete movement stroke, frequent reset operations, and frequent passive reverse motor power generation, indicating high energy potential.

[0064] For electric seat adjustment scenarios, when historical values ​​are less than the first historical threshold, it indicates that the user's long-term habits are as follows: the user only makes small, minor adjustments to the seat position, rarely making large-scale adjustments to the fore-aft, height, or backrest angle; they rarely use the seat memory one-button recall function; the adjustment movements are gentle, the seat's gravity return and posture reset travel is small, and the release of gravitational potential energy is weak. When historical values ​​are greater than or equal to the first historical threshold but less than the second historical threshold, it indicates that the user has regular seat adjustment habits, occasionally making multi-directional adjustments, using the memory function as needed, the adjustment range and motion load are moderate, the seat return condition is stable, and the power generation capacity is moderate. When historical values ​​are greater than or equal to the second historical threshold but less than the third historical threshold, it indicates that the user frequently makes large-scale travel adjustments and multi-directional simultaneous adjustments; they frequently use the seat memory recall and reset; the seat lowering, backrest return, and other self-resetting actions are numerous, with large travel and high load torque, and the gravity recovery potential is significantly improved.

[0065] For steering column adjustment scenarios, historical values ​​less than the first historical threshold indicate that users rarely adjust the steering column, only making small, minor adjustments, with few reset actions when getting in and out of the vehicle. The steering column's release and return stroke is short and smooth, resulting in less passive power generation. Historical values ​​greater than or equal to the first historical threshold but less than the second historical threshold indicate that users have regular adjustment habits, with regular adjustments and resets during commuting, and moderate movement resistance and return inertia. Historical values ​​greater than or equal to the first historical threshold but less than the second historical threshold indicate that users frequently adjust the steering column's height and position, with routine resets when unlocking / locking the vehicle; the column's return stroke is large, with strong movement inertia, resulting in long passive drive time for the actuator motor and high power generation potential.

[0066] For electric tailgate scenarios, historical values ​​below the first historical threshold indicate that users close the door gently, slowly, and with minimal assistance, habitually closing slowly. This results in low reverse motor speed, low load torque, and overall low energy recovery. Historical values ​​greater than or equal to the first historical threshold but less than the second historical threshold indicate that users close the door with moderate force and speed, reflecting standard and regular opening and closing habits, and stable and moderate power generation capacity. Historical values ​​greater than or equal to the first historical threshold but less than the second historical threshold indicate that users close the door quickly with strong assisted closing force, resulting in high door inertia, high braking load, high reverse motor speed, and strong power generation, indicating the greatest potential for energy recovery.

[0067] By determining correction factors based on historical data, the differences in user habits can be quantified. Adjusting the reference recovery power using these correction factors allows for accurate prediction of recovery power in various scenarios, truly reflecting the real potential of recoverable energy under different users and usage patterns.

[0068] After determining the predicted recovery power, if it exceeds a preset threshold, the charging parameters of the wireless charging transmitter are adjusted to obtain the adjusted charging parameters. The wireless charging transmitter then charges the vehicle battery according to these adjusted parameters. A predicted recovery power greater than the preset threshold indicates a high power generation potential for the actuator motor and a large amount of recoverable energy. At this point, a high-speed recovery mode is activated to ensure efficient energy capture. Activating the high-speed recovery mode improves electromagnetic induction transmission efficiency when the wireless charging receiver and transmitter are well aligned. Specifically, in high-speed recovery mode, charging parameters are adjusted, including increasing the output power of the wireless charging transmitter and the wireless charging frequency. The output power can be calculated based on the charging voltage and charging current.

[0069] The determined predicted recovery power can serve as a basis for pre-control of energy recovery. In the early stage of the actuator motor's power generation process, timely determination of the predicted recovery power can pre-match the output power of the wireless charging transmitter and the wireless charging operating frequency. When the actuator motor has a large power generation potential, the high-speed recovery mode can be activated to maximize the recovery of electrical energy and achieve refined control of energy recovery.

[0070] In some embodiments, the method for updating the historical values ​​includes: Collect energy recovery characteristic parameters during the charging process of the vehicle battery; wherein, the energy recovery characteristic parameters are data that can affect the energy recovery capability during the charging process of the vehicle battery; Comprehensive recycling data is determined based on the recycling characteristic parameters; wherein, the comprehensive recycling data characterizes the energy recovery capability during the charging process of the vehicle battery; Based on the comprehensive recovery data and the historical values, the updated historical values ​​are determined.

[0071] Specifically, recovery characteristic parameters are data that affect the energy recovery capability during the current vehicle battery charging process. These parameters directly reflect user operating habits, environmental conditions, and the motion state of the mechanism. Before determining the comprehensive recovery data, the recovery characteristic parameters are normalized to facilitate subsequent weighted calculations. The comprehensive recovery data characterizes the energy recovery capability during the vehicle battery charging process. A higher comprehensive recovery data value indicates a higher energy recovery capability, while a lower value indicates a lower energy recovery capability. For scenarios involving electric sunroofs / sunshades and electric windows, the recovery characteristic parameters include the actual opening degree of the sunroof / sunshade and window, such as fully open, half open, or slightly open, as well as ambient light intensity and outdoor temperature. The comprehensive recovery data is determined based on the recovery characteristic parameters. The specific formula is as follows: (5), in, This represents the actual opening value. Indicates ambient light intensity. Indicates the outdoor temperature. , , Indicates the weight. For example, =0.5, =0.3, =0.2. The larger the actual opening, The higher the value, the stronger the ambient light intensity. The higher the value, the higher the outdoor temperature. The larger the value, the better.

[0072] For electric seat adjustment scenarios, the recovery characteristic parameters include the adjustment range, the complexity of multi-directional adjustment paths, and the frequency of seat memory function calls. Comprehensive recovery data is determined based on these characteristic parameters. The specific formula is as follows: (6), in, Indicates the adjustment range. This indicates the complexity of the multi-directional adjustment path. This indicates the frequency of seat memory function activation. The greater the activation frequency, the higher the frequency of use. The larger the value, the better. In determining... At that time, the more directions and dimensions involved in this adjustment, the more interconnected the adjustments will be. The larger the value, the better. For example, when adjusting in one direction, =0.2, when the two-way linkage is adjusted, =0.5, when adjusting in three or more directions simultaneously. =0.9. The frequency of seat memory function calls can be statistically analyzed over a preset period, such as 24 hours. A higher call frequency reflects a stronger user's reliance on the memory function for one-button reset. The larger the value, the better.

[0073] For steering column adjustment scenarios, the recovery characteristic parameters include the steering column adjustment range, adjustment operation frequency, and unlocking / locking / resetting behavior when getting in and out of the vehicle. Comprehensive recovery data is determined based on these characteristic parameters. The specific formula is as follows: (7), in, This indicates the range of adjustment for the steering column. This indicates the frequency of adjustment operations. This indicates the unlocking / locking behavior when getting in and out of the vehicle, and the steering column returns to its original position. The greater the steering column adjustment range, the better. The larger the value, the more frequent the operation. Statistics can be collected within a preset time period, such as 24 hours. The higher the frequency of adjustment, the better. The higher the value, the stronger the "unlock / lock" behavior, which characterizes the intensity of the steering column's automatic release, unlocking offset, weight-based return, and posture reset when the user unlocks or locks the vehicle. More frequent unlocking / locking and retracting movements result in a greater passive steering column swing / return stroke, leading to more opportunities for the actuator motor to passively reverse and generate electricity. The higher the value, the better. The vehicle unlocking / locking reset behavior is measured by the total number of resets, which is equal to the sum of the number of times the steering column is released and the number of times it is retracted. The statistical period for the total number of resets can be 24 hours.

[0074] For power tailgate scenarios, the recovery characteristics include the average tailgate closing speed, tailgate closing force (load torque), and the actual recovered power. Comprehensive recovery data is determined based on these characteristics. The specific formula is as follows: (8), in, This indicates the average speed at which the tailgate closes. Indicates the closing force of the rear door. This indicates the actual power recovery. The faster the average closing speed of the tailgate, the higher the power recovery rate. The higher the value, the greater the force required to close the tailgate. The higher the value, the greater the actual recovery power. The larger the value, the better.

[0075] Based on the comprehensive recovery data and the historical values, the updated historical values ​​are determined using the following formula: (9), in, This represents the updated historical value. Represents historical values. This represents the learning rate. By comprehensively collecting and updating historical values, it learns user operation preferences (such as frequently slamming the rear door or keeping the sunroof open) over a long period, making subsequent collection strategies more tailored to individual user scenarios. For example, =0.8, prioritizing long-term stable habits and suppressing single abnormal operations, ensuring the slow adaptation of historical data. After each update of historical values, the updated historical values ​​are stored for easy retrieval later. Historical values ​​are normalized habit parameters obtained through continuous learning and quantification of long-term user behavior across various scenarios. By collecting current data sequentially, personalized user operation preferences are recorded and solidified over the long term, with historical values ​​remaining stable within the range of 0 to 1. Using historical values ​​to determine correction coefficients allows for the quantification of habit differences among users, thereby accurately predicting the predicted energy recovery power in various scenarios and improving energy recovery efficiency.

[0076] In some embodiments, the method further includes: Obtain the current remaining power of the vehicle battery; The reserved remaining power of the vehicle battery and the allocated remaining power to each vehicle load are determined based on the current remaining power.

[0077] Specifically, the remaining power of the vehicle battery includes reserved power and allocated power. Reserved power, equal to 10%~15% of the total battery capacity, is used for the active drive of the actuator motor. For example, 10%~15% of the power is reserved for the next opening of the power tailgate. In high-load or frequent-use scenarios, reserved power equals 20% of the total battery capacity to support one or two openings of the power tailgate. If the vehicle battery is depleted, it can be replenished via the vehicle's 12V battery through a DC-DC converter, or by using the engine to generate electricity, charging via the vehicle's charging port, or solar panels when the vehicle is stationary. Simultaneously, the intelligent energy management system can dynamically allocate energy from other vehicle loads (such as lights and audio systems) to ensure the active drive of the actuator motor. Reserved power has the highest priority; ensuring sufficient reserved power allows power to be supplied to all vehicle loads.

[0078] The remaining battery power can be used to power various vehicle loads, including the in-car air purifier, seat heaters, in-car navigation / audio equipment, and interior lights. When the remaining battery power is greater than 30% and there is no high load demand, the vehicle battery powers the in-car air purifier to ensure good air quality. When the remaining battery power is greater than 40% and the ambient temperature is below a certain value, the vehicle battery powers the seat heaters. When the remaining battery power is greater than 50%, the vehicle battery powers the in-car navigation / audio equipment. When the remaining battery power is greater than 60% and it is nighttime or a low-light environment, the vehicle battery powers the interior lights.

[0079] In addition, when the vehicle battery has sufficient remaining charge, it can also power either the 12V or 48V battery. The 12V or 48V battery has higher power supply priority than any vehicle load.

[0080] Based on the current remaining charge of the vehicle battery, power can be dynamically adjusted to supply power to various loads, achieving a reasonable allocation of vehicle battery energy storage and remaining power, ensuring the vehicle's power needs and improving the overall vehicle's renewable energy utilization rate.

[0081] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0082] It should be noted that some embodiments of this application have been described above. In some cases, the actions or steps described in the above embodiments can be performed in a different order than that shown in the above embodiments and the desired result can still be achieved. In addition, the processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0083] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a vehicle energy recovery device.

[0084] refer to Figure 2 The vehicle energy recovery device includes: The acquisition module 202 is configured to acquire the back electromotive force generated by the actuator motor, and the alignment error between the wireless charging receiver and the wireless charging transmitter. The determining module 204 is configured to determine the charging parameters of the wireless charging transmitter based on the back electromotive force and the alignment error; The charging module 206 is configured to convert the reverse electromotive force into electrical energy through the wireless charging receiver and send the electrical energy to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters.

[0085] In some embodiments, the charging parameters include charging voltage, charging current, and wireless charging frequency; the determining module 204 is configured to determine the power generation of the wireless charging receiver based on the back electromotive force and the estimated current of the actuator motor; determine the charging voltage of the wireless charging transmitter based on the back electromotive force; determine the charging current of the wireless charging transmitter based on the power generation of the wireless charging receiver and the charging voltage of the wireless charging transmitter; and determine the wireless charging frequency of the wireless charging transmitter based on the alignment error.

[0086] In some embodiments, the determining module 204 is configured to determine a first voltage based on the back electromotive force and a preset charging safety protection coefficient; wherein the charging safety protection coefficient is used to suppress fluctuations in the back electromotive force; and to determine the charging voltage based on the first voltage and a preset upper limit value for the charging voltage.

[0087] In some embodiments, the determining module 204 is configured to determine the ratio of the power generation of the wireless charging receiver to the charging voltage; and to determine the charging current of the wireless charging transmitter based on the ratio and a preset rectification loss coefficient; wherein the rectification loss coefficient is used to characterize the proportion of energy loss generated in the circuit.

[0088] In some embodiments, before the back electromotive force is converted into electrical energy by the wireless charging receiver and the electrical energy is sent to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters, an adjustment module is further included. This module is configured to acquire historical charging data of the vehicle battery, calculate historical values ​​based on the historical data, determine the predicted recovery power of the vehicle battery charging based on the back electromotive force, the rotational speed of the actuator motor, and the historical values, and adjust the charging parameters of the wireless charging transmitter in response to the predicted recovery power being greater than a preset threshold, thereby obtaining the adjusted charging parameters.

[0089] In some embodiments, the adjustment module is configured to determine a reference recovery power based on the back electromotive force and the rotational speed of the actuator motor; determine a correction factor based on the historical values; and correct the reference recovery power using the correction factor to obtain the predicted recovery power.

[0090] In some embodiments, an update module is further included, configured to collect recycling characteristic parameters during the charging process of the vehicle battery; wherein the recycling characteristic parameters are data that can affect the energy recovery capability during the charging process of the vehicle battery; determine comprehensive recycling data based on the recycling characteristic parameters; wherein the comprehensive recycling data characterizes the energy recovery capability during the charging process of the vehicle battery; and determine updated historical values ​​based on the comprehensive recycling data and the historical values.

[0091] In some embodiments, the system further includes an allocation module configured to obtain the current remaining power of the vehicle battery; and determine the reserved remaining power of the vehicle battery and the allocated remaining power to be allocated to each vehicle load based on the current remaining power.

[0092] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0093] The apparatus of the above embodiments is used to implement the corresponding vehicle energy recovery method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0094] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle energy recovery method described in any of the above embodiments.

[0095] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0096] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0097] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0098] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0099] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0100] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0101] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0102] The electronic devices described above are used to implement the corresponding vehicle energy recovery methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0103] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the vehicle energy recovery method as described in any of the above embodiments.

[0104] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0105] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle energy recovery method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0106] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0107] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0108] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to choose, based on the prompt message, whether to provide personal information to the software or hardware such as the electronic device, application, server, or storage medium performing the operations of this disclosed technical solution.

[0109] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" regarding the provision of personal information by the electronic device.

[0110] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0111] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0112] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0113] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0114] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle energy recovery method, wherein, An application in an energy recovery system, the energy recovery system comprising an actuator motor assembly, a wireless charging transmitter, and an onboard battery, wherein the actuator motor assembly includes an actuator motor and a wireless charging receiver, the method comprising: The back electromotive force generated by the actuator motor and the alignment error between the wireless charging receiver and the wireless charging transmitter are obtained. The charging parameters of the wireless charging transmitter are determined based on the back electromotive force and the alignment error. The reverse electromotive force is converted into electrical energy by the wireless charging receiver, and the electrical energy is sent to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters.

2. The method according to claim 1, wherein, The charging parameters include charging voltage, charging current, and wireless charging frequency; the charging parameters of the wireless charging transmitter are determined based on the back electromotive force and the alignment error, including: Based on the back electromotive force and the estimated current of the actuator motor, the power generation of the wireless charging receiver is determined. The charging voltage of the wireless charging transmitter is determined based on the back electromotive force. The charging current of the wireless charging transmitter is determined based on the power generation of the wireless charging receiver and the charging voltage of the wireless charging transmitter. The wireless charging frequency of the wireless charging transmitter is determined based on the alignment error.

3. The method according to claim 2, wherein, Determining the charging voltage of the wireless charging transmitter based on the back electromotive force includes: A first voltage is determined based on the back electromotive force and a preset charging safety protection coefficient; wherein the charging safety protection coefficient is used to suppress fluctuations in the back electromotive force. The charging voltage is determined based on the first voltage and the preset upper limit of the charging voltage.

4. The method according to claim 2, wherein, Determining the charging current of the wireless charging transmitter based on the power generation of the wireless charging receiver and the charging voltage of the wireless charging transmitter includes: Determine the ratio of the power generation of the wireless charging receiver to the charging voltage; The charging current of the wireless charging transmitter is determined based on the ratio and the preset rectification loss coefficient; wherein the rectification loss coefficient is used to characterize the proportion of energy loss generated in the circuit.

5. The method according to claim 1, wherein, Before converting the reverse electromotive force into electrical energy through the wireless charging receiver and sending the electrical energy to the wireless charging receiver so that the wireless charging receiver charges the vehicle battery according to the charging parameters, the method further includes: Obtain historical charging data of the vehicle battery and calculate historical values ​​based on the historical data; The predicted recovery power of the vehicle battery charging is determined based on the back electromotive force, the rotational speed of the actuator motor, and the historical values. In response to the predicted recovery power being greater than a preset threshold, the charging parameters of the wireless charging transmitter are adjusted to obtain the adjusted charging parameters.

6. The method according to claim 5, wherein, Determining the predicted recovery power of the vehicle battery charging based on the back electromotive force, the rotational speed of the actuator motor, and the historical values ​​includes: The reference recovery power is determined based on the back electromotive force and the rotational speed of the actuator motor; The correction factor is determined based on the historical values; The reference recovery power is corrected by the correction factor to obtain the predicted recovery power.

7. The method according to claim 5, wherein, The method for updating the historical values ​​includes: Collect energy recovery characteristic parameters during the charging process of the vehicle battery; wherein, the energy recovery characteristic parameters are data that can affect the energy recovery capability during the charging process of the vehicle battery; Comprehensive recycling data is determined based on the recycling characteristic parameters; wherein, the comprehensive recycling data characterizes the energy recovery capability during the charging process of the vehicle battery; Based on the comprehensive recovery data and the historical values, the updated historical values ​​are determined.

8. The method according to claim 1, wherein, The method further includes: Obtain the current remaining power of the vehicle battery; The reserved remaining power of the vehicle battery and the allocated remaining power to each vehicle load are determined based on the current remaining power.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, wherein, The vehicle includes the electronic equipment as described in claim 9.

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