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

Abstract

This application discloses an energy regeneration method and apparatus, a device, a readable storage medium, and a vehicle, and relates to the field of vehicle technology. The method includes the steps of: determining a target regeneration intensity of the vehicle based on acquired regeneration intensity reference information of the vehicle, where the regeneration intensity reference information includes driving configuration information of the vehicle and the road adhesion capacity of the road on which the vehicle is located; and determining a target regeneration torque of the vehicle based on the target regeneration intensity and performing energy regeneration based on the target regeneration torque. The driving configuration information can reflect a user's personalized selection, and the road adhesion capacity can reflect the actual driving environment. Therefore, the method can meet both the user's requirements and the requirements of the actual driving environment, resulting in a more accurate determined target regeneration intensity. Furthermore, the target regeneration torque determined based on the accurate target regeneration intensity is also more accurate, and the effect of energy regeneration performed based on the accurate target regeneration torque is better.

Description

[Technical Field]

[0001] This application relates to the field of vehicle technology, and in particular to an energy recovery method and apparatus, a device, a readable storage medium, and a vehicle. [Background technology]

[0002] In the field of vehicle technology, energy regeneration refers to the process in which a motor is involved in vehicle braking. Instead of functioning as a power source for output, the motor functions as a generator, converting some of the vehicle's kinetic energy into electrical energy, which is then stored in a battery. The intensity of energy regeneration is controlled by the motor's regenerative torque. Therefore, how to adaptively determine the regenerative torque is the key to improving the energy regeneration effect. Summary of the Invention

[0003] This application provides an energy regeneration method and apparatus, a device, a readable storage medium, and a vehicle, which can be used to determine a more accurate target regeneration torque.

[0004] According to a first aspect, this application provides an energy regeneration method, the method including the steps of: acquiring regeneration strength reference information of a vehicle, where the regeneration strength reference information includes driving configuration information of the vehicle and a road adhesion capacity of a road on which the vehicle is located; determining a target regeneration strength of the vehicle based on the regeneration strength reference information; determining a target regeneration torque of the vehicle based on the target regeneration strength; and performing energy regeneration based on the target regeneration torque.

[0005] The driving configuration information can reflect the user's personalized selection, and the road adhesion capacity can reflect the actual driving environment. Therefore, the target regeneration intensity of the vehicle is determined based on the driving configuration information of the vehicle and the road adhesion capacity of the road on which the vehicle is located. This method can meet both the user's requirements and the requirements of the actual driving environment, resulting in a more accurate determined target regeneration intensity. Furthermore, the target regeneration torque determined based on the accurate target regeneration intensity is also more accurate, and the effect of energy regeneration performed based on the accurate target regeneration torque is better.

[0006] In a possible implementation, a configuration regeneration intensity of the vehicle can be determined based on driving configuration information. The configuration regeneration intensity is a fixed energy regeneration intensity corresponding to the driving configuration information. The configuration regeneration intensity is adjusted based on road adhesion to obtain a target regeneration intensity of the vehicle. Therefore, compared with a method of determining a fixed energy regeneration intensity based only on configuration information, this method can determine a dynamic target regeneration intensity based on road adhesion, resulting in a more flexible and accurate method of determining the target regeneration intensity.

[0007] In a possible implementation, the configuration regeneration intensity can be adjusted based on road adhesion as follows: when the road adhesion satisfies the instability boundary condition, a reference regeneration intensity is used as the vehicle's target regeneration intensity, and the reference regeneration intensity is less than the regeneration intensity threshold; or when the road adhesion does not satisfy the instability boundary condition, the configuration regeneration intensity can be used as the vehicle's target regeneration intensity. Therefore, when the road adhesion does not satisfy the instability boundary condition, the determined target regeneration intensity can be ensured to be less than the regeneration intensity threshold. This effectively avoids the risk of instability caused by an excessively large target regeneration intensity and effectively reduces the number of interventions by the stability control function. Furthermore, if the stability control function intervenes during the energy regeneration process, energy regeneration may be canceled. Therefore, reducing the number of interventions by the stability control function prevents energy regeneration cancellation caused by intervention by the chassis stability control function and further avoids unexpected vehicle jerks caused by energy regeneration cancellation.

[0008] In a possible implementation, a correspondence relationship exists between the driving configuration information and the energy regeneration intensity, and a configuration regeneration intensity corresponding to the driving configuration information of the vehicle is obtained based on the correspondence relationship between the driving configuration information and the energy regeneration intensity. The driving configuration information includes at least one of a driving mode and a road mode. The configuration regeneration intensity is obtained based on the correspondence relationship between the driving configuration information and the energy regeneration intensity, so that the configuration regeneration intensity can be matched with the expected regeneration intensity of the driving configuration information.

[0009] In a possible implementation, the target regenerative torque of the vehicle can be determined based on the target regenerative strength as follows: a basic regenerative torque is obtained based on the target regenerative strength and the current vehicle speed of the vehicle; regenerative torque reference information corresponding to the vehicle is obtained, where the regenerative torque reference information is information that affects the deceleration value of the vehicle under the basic regenerative torque; the basic regenerative torque is adjusted based on the regenerative torque reference information; and the target regenerative torque of the vehicle is obtained based on the adjustment result. Therefore, the basic regenerative torque is adjusted based on the regenerative torque reference information based on the obtained basic regenerative torque, so that the target regenerative torque obtained based on the adjustment result is more accurate.

[0010] In a possible implementation, when the accelerator pedal of the vehicle controls the acceleration and deceleration of the vehicle, in addition to obtaining the basic regenerative torque based on the target regenerative strength and the current vehicle speed of the vehicle, the basic regenerative torque may also be obtained by referring to the accelerator pedal opening degree of the vehicle. In this way, the method can be applied to vehicles in single-pedal mode, thereby improving the general applicability of the energy regeneration method and making the obtained basic regenerative torque more accurate in single-pedal mode.

[0011] In a possible implementation, the regenerative torque reference information may include at least one of historical energy regeneration information of the vehicle, the number of occupants, and gradient information of the road where the vehicle is located. The manner of adjusting the basic regenerative torque based on the regenerative torque reference information may be as follows: determining an adjustment factor based on at least one of the historical energy regeneration information, the number of occupants, and the gradient information, where the adjustment factor indicates the degree of influence of the regenerative torque reference information on the deceleration value of the vehicle, and adjusting the basic regenerative torque based on the adjustment factor.

[0012] Therefore, when the regenerative torque reference information includes historical energy regeneration information of the vehicle, the target regenerative torque obtained based on the adjustment factor determined based on the historical energy regeneration information better meets user requirements. When the regenerative torque reference information includes the number of occupants, the target regenerative torque obtained based on the adjustment factor determined based on the number of occupants is more accurate. In this way, when the vehicle mass changes depending on the number of occupants, the vehicle deceleration value at the same target regenerative strength and the same vehicle speed is basically the same. This ensures a consistent driving experience and occupant experience when different numbers of occupants are riding in the vehicle. When the regenerative torque reference information includes gradient information, the target regenerative torque obtained based on the adjustment factor determined based on the gradient information is more accurate. In this way, on roads with different gradients, the vehicle deceleration value at the same target regenerative strength and the same vehicle speed is basically the same. This ensures a consistent driving experience and occupant experience when the vehicle is traveling uphill, on flat roads, and downhill.

[0013] In a possible implementation, after the adjustment result is obtained, an adjusted regenerative torque is obtained based on the adjustment result. If the adjusted regenerative torque is greater than the maximum allowable regenerative torque of the vehicle's motor, the maximum allowable regenerative torque is used as the vehicle's target regenerative torque; alternatively, if the adjusted regenerative torque is not greater than the maximum allowable regenerative torque, the adjusted regenerative torque is used as the vehicle's target regenerative torque. Therefore, the adjusted regenerative torque obtained after adjustment can be limited. This ensures that the finally determined target regenerative torque is not greater than the maximum allowable regenerative torque of the vehicle's motor, protects the motor and the battery, and further improves the accuracy of the determined target regenerative torque.

[0014] In a possible implementation, the maximum allowable regenerative torque of the motor may be obtained based on the chargeable power of the vehicle battery and at least one of the regenerative capacity and rotation speed of the motor, and an accurate maximum allowable regenerative torque of the motor is obtained, so that the limit on the adjusted regenerative torque based on the maximum allowable regenerative torque becomes more accurate.

[0015] In a possible implementation, the vehicle includes multiple motors. After determining a target regenerative torque for the vehicle based on the target regenerative strength, a distribution ratio among the multiple motors may be further determined. The target regenerative torque is divided into multiple regenerative torques based on the distribution ratio. The multiple regenerative torques have a one-to-one correspondence with the multiple motors. In this case, performing energy regeneration based on the target regenerative torque includes controlling the multiple motors to perform energy regeneration based on the corresponding regenerative torques. Thus, the target regenerative torque can be distributed to the multiple motors, and the multiple motors realize energy regeneration for the vehicle.

[0016] In a possible implementation, the method for determining the distribution ratio between the multiple motors may be as follows: when the road adhesion capacity satisfies the instability boundary condition, determine the distribution ratio between the multiple motors to be a fixed distribution ratio; or when the road adhesion capacity does not satisfy the instability boundary condition, determine the distribution ratio between the multiple motors based on driving configuration information.

[0017] For example, the multiple motors include a front motor and a rear motor. The method for determining the distribution ratio between the multiple motors based on the driving configuration information may be as follows: obtain a driving mode of the vehicle based on the driving configuration information; when the driving mode is energy-saving and the motor activation state is dual-motor activated, determine the total regenerative efficiency of the front motor and the rear motor with different distribution ratios based on the motor driving efficiency, and use the distribution ratio with the highest total regenerative efficiency as the distribution ratio between the front motor and the rear motor to regenerate as much energy as possible; or when the driving mode is comfort or sport, obtain a first ratio between the front wheel speed and the rear wheel speed and a second ratio between the front body load and the rear body load, and determine the distribution ratio between the front motor and the rear motor based on at least one of the first ratio and the second ratio, thereby optimizing tire adhesion utilization and maximizing stability.

[0018] For example, the multiple motors include a front motor, a rear left motor, and a rear right motor. The manner of determining the distribution ratio among the multiple motors based on the driving configuration information may be as follows: obtain a front-rear ratio among the front motor, the rear left motor, and the rear right motor based on the driving configuration information; determine a steering direction of the vehicle based on steering wheel angle information and determine a third ratio among the rear left motor and the rear right motor based on the steering direction; determine a fourth ratio among the rear left motor and the rear right motor based on road adhesion states of the left and right wheels; determine a left-right ratio among the front motor and the rear motor based on at least one of the third ratio and the fourth ratio; and determine the distribution ratio among the front motor, the rear left motor, and the rear right motor based on the front-rear ratio and the left-right ratio to improve the driving stability of the vehicle.

[0019] In a possible implementation, obtaining the vehicle's regeneration intensity reference information includes obtaining the vehicle's regeneration intensity reference information when the vehicle satisfies an energy regeneration condition. When the vehicle's accelerator pedal controls the vehicle's acceleration and deceleration, the energy regeneration condition includes: the vehicle's accelerator pedal depression is less than an depression threshold, the gear is a driving gear, and the stability control function is not enabled. When the vehicle's accelerator pedal controls the vehicle's acceleration and the vehicle's brake pedal controls the vehicle's deceleration, the energy regeneration condition includes: the vehicle's accelerator pedal is not depressed, the gear is a driving gear, and the stability control function is not enabled.

[0020] Therefore, energy regeneration is initiated when the energy regeneration condition is met, so that the vehicle starts energy regeneration in a scenario where energy regeneration is feasible and no energy regeneration error occurs. Furthermore, the single pedal mode and the non-single pedal mode each include a corresponding energy regeneration condition, so that the conditions for triggering energy regeneration are more accurate and the energy regeneration method is applicable to the single pedal mode and the non-single pedal mode.

[0021] According to a second aspect, the present application provides an energy recovery device, the device comprising: an acquisition unit configured to acquire regeneration strength reference information of the vehicle, the regeneration strength reference information including driving configuration information of the vehicle and road adhesion capacity of a road on which the vehicle is located; and a determination unit configured to determine a target regeneration strength of the vehicle based on the regeneration strength reference information, the determination unit being further configured to determine a target regeneration torque of the vehicle based on the target regeneration strength; a regeneration unit configured to perform energy regeneration based on a target regeneration torque; Includes.

[0022] In a possible implementation, the determination unit is configured to determine a configuration regeneration intensity of the vehicle based on driving configuration information, adjust the configuration regeneration intensity based on road adhesion ability, and obtain a target regeneration intensity of the vehicle.

[0023] In a possible implementation, the determination unit is configured to use the reference regeneration intensity as the target regeneration intensity of the vehicle when the road adhesion capacity satisfies the instability boundary condition, and to use the configured regeneration intensity as the target regeneration intensity of the vehicle when the reference regeneration intensity is less than the regeneration intensity threshold or the road adhesion capacity does not satisfy the instability boundary condition.

[0024] In a possible implementation, the determining unit is configured to obtain a configuration regeneration intensity of the vehicle corresponding to the driving configuration information based on a correspondence relationship between the driving configuration information and the energy regeneration intensity, wherein the driving configuration information includes at least one of a driving mode and a road mode.

[0025] In a possible implementation manner, the determination unit is configured to obtain a basic regenerative torque based on the target regenerative intensity and the current vehicle speed of the vehicle, and obtain regenerative torque reference information corresponding to the vehicle, where the regenerative torque reference information is information that affects the deceleration value of the vehicle under the basic regenerative torque, adjust the basic regenerative torque based on the regenerative torque reference information, and obtain a target regenerative torque for the vehicle based on the adjustment result.

[0026] In a possible implementation, an accelerator pedal of the vehicle controls acceleration and deceleration of the vehicle, and the determining unit is configured to obtain a basic regenerative torque based on a target regenerative strength, a current vehicle speed of the vehicle, and an accelerator pedal opening degree of the vehicle.

[0027] In a possible implementation, the regenerative torque reference information includes at least one of historical energy regeneration information of the vehicle, a number of occupants, and gradient information of a road on which the vehicle is located. The determination unit is configured to determine an adjustment factor based on at least one of the historical energy regeneration information, the number of occupants, and the gradient information, the adjustment factor indicating a degree of influence of the regenerative torque reference information on the deceleration value of the vehicle, and to adjust the basic regenerative torque based on the adjustment factor.

[0028] In a possible implementation, the determination unit is configured to obtain an adjusted regenerative torque based on the adjustment result, and when the adjusted regenerative torque is greater than the maximum allowable regenerative torque of the vehicle's motor, use the maximum allowable regenerative torque as the target regenerative torque of the vehicle, or when the adjusted regenerative torque is not greater than the maximum allowable regenerative torque, use the adjusted regenerative torque as the target regenerative torque of the vehicle.

[0029] In a possible implementation, the obtaining unit is further configured to obtain a maximum allowable regenerative torque of the motor based on the chargeable power of the battery of the vehicle and at least one of the regenerative capability and the rotation speed of the motor.

[0030] In a possible implementation, the vehicle includes a plurality of motors. a distribution unit configured to determine a distribution ratio among the plurality of motors and divide a target regenerative torque into a plurality of regenerative torques based on the distribution ratio, the plurality of regenerative torques having a one-to-one correspondence with the plurality of motors; a regeneration unit configured to control the plurality of motors to perform energy regeneration based on corresponding regenerative torques; Further includes:

[0031] In a possible implementation, the distribution unit is configured to determine that the distribution ratio between the multiple motors is a fixed distribution ratio when the road adhesion capacity satisfies the instability boundary condition, or to determine the distribution ratio between the multiple motors based on driving configuration information when the road adhesion capacity does not satisfy the instability boundary condition.

[0032] In a possible implementation, the obtaining unit is configured to obtain regeneration intensity reference information of the vehicle when the vehicle meets an energy regeneration condition.

[0033] In a possible implementation, when the accelerator pedal of the vehicle controls the acceleration and deceleration of the vehicle, the energy regeneration conditions include: the accelerator pedal opening of the vehicle is less than the opening threshold, the gear is a driving gear, and the stability control function is not enabled; or when the accelerator pedal of the vehicle controls the acceleration of the vehicle and the brake pedal of the vehicle controls the deceleration of the vehicle, the energy regeneration conditions include: the accelerator pedal of the vehicle is not pressed, the gear is a driving gear, and the stability control function is not enabled.

[0034] According to a third aspect, the present application provides a vehicle including the energy recovery device according to the second aspect.

[0035] According to a fourth aspect, the application provides a computing device, the computing device including a processor and a memory, the memory configured to store software programs and modules, and the processor operating or executing the software programs and / or modules stored in the memory, such that the computing device implements a method according to the first aspect or any one of the possible implementation manners of the first aspect.

[0036] Optionally, there are one or more processors and one or more memories.

[0037] Optionally, the memory may be integrated with the processor, or the memory and processor may be located separately.

[0038] In a specific implementation, the memory may be a non-transitory memory such as a read-only memory (ROM). The memory and the processor may be integrated into one chip or may be separately located on different chips. The type of memory and the manner in which the memory and the processor are located are not limited to the embodiments of this application.

[0039] Optionally, the computing device may be located in a public cloud to provide energy recovery services.

[0040] According to a fifth aspect, the present application provides a computer program product, the computer program product comprising computer program code that, when executed by a computer, enables the computer to perform a method according to the first aspect or any one of the possible implementations of the first aspect.

[0041] According to a sixth aspect, the present application provides a computer-readable storage medium configured to store program code for execution by a processor, the program code being for implementing a method according to the first aspect or any one of the possible implementations of the first aspect.

[0042] According to a seventh aspect, there is provided a chip, comprising a processor configured to retrieve instructions from a memory and execute instructions stored in the memory, such that a communications device to which the chip is attached performs a method according to the first aspect or any one of its possible realizations.

[0043] According to an eighth aspect, there is provided another chip, comprising an input interface, an output interface, a processor, and a memory. The input interface, the output interface, the processor, and the memory are connected to each other through an internal connection path. The processor is configured to execute code in the memory. When the code is executed, the processor is configured to perform a method according to the first aspect or any one of the possible implementations of the first aspect.

[0044] It should be understood that the beneficial effects achieved by the technical solutions in the second to eighth aspects of this application and corresponding possible implementation manners refer to the above technical effects in the first aspect and its corresponding possible implementation manners, and the details will not be described again in this specification. [Brief explanation of the drawings]

[0045] [Figure 1] 1 is a diagram of an implementation environment according to an embodiment of the present application. [Figure 2] FIG. 2 is a diagram of another implementation environment according to an embodiment of the present application. [Figure 3] 1 is a flowchart of an energy recovery method according to an embodiment of the present application. [Figure 4] 4 is a flowchart for determining a target regenerative torque according to an embodiment of the present application. [Figure 5] 1 is a diagram of an energy recovery device according to an embodiment of the present application. [Figure 6] 1 is a diagram of the structure of a computing device according to an embodiment of the present application. DETAILED DESCRIPTION OF THE INVENTION

[0046] To make the objectives, technical solutions and advantages of this application clearer, the following further describes in detail the embodiments of this application with reference to the accompanying drawings.

[0047] With the development of vehicle technology, vehicles with electric drive systems, i.e., electric vehicles, have become widely used. Electric vehicles may be purely electric vehicles or hybrid vehicles (e.g., fuel-electric hybrid vehicles) that are combined with electric power. Electric vehicles are driven by a motor, and the driving electric energy of the motor comes from an on-board rechargeable energy storage system such as a battery or other energy storage device. When the vehicle brakes or coasts, if the motor is not operating, the resistance generated against the vehicle is small. However, if a negative torque is applied to the motor, according to the principle of a generator, the motor can generate a magnetic field and enter a power-generating state. While resistance is generated at the wheels, the kinetic energy of the vehicle is converted into electrical energy, which is then stored in the battery. This is the energy regeneration process. In this way, the motor is involved in braking to perform energy regeneration, which improves energy utilization and extends the driving range of the electric vehicle.

[0048] In related art, multiple energy regeneration intensity levels are typically set to allow users to implement personalized selections. However, the energy regeneration torque at different vehicle speeds is typically fixed at different energy regeneration intensity levels. Although the user's usage expectations are met, the energy regeneration effect is insufficient because other factors affecting energy regeneration are not considered. For example, in some special scenarios, such as on icy and snowy roads, a high level of energy regeneration intensity selected by the user can easily cause instability risks, such as fishtailing or skidding. In vehicles with a stability control function, the intervention of the stability control function may further stop energy regeneration, resulting in unexpected jerks of the vehicle.

[0049] Energy regeneration is primarily influenced by factors such as environmental factors (e.g., road conditions) and other vehicle factors (e.g., vehicle mass). If road conditions are recognized to adjust the energy regeneration intensity and the adjustment solution is one in which a smaller road adhesion coefficient indicates a higher energy regeneration intensity, fishtailing or skidding can easily occur when the road adhesion coefficient is low, and the user's personalized selection is not taken into account. In a method for adjusting the energy regeneration torque by calculating the vehicle mass in real time, the vehicle mass is calculated using a dynamics formula. Therefore, parameter values ​​such as vehicle speed and acceleration values ​​must be dynamically collected. However, the requirements for the dynamic accuracy of the parameters are high, making the calculation difficult. Furthermore, errors caused by parameter changes directly affect the energy regeneration effect, and the effects caused by road conditions are not taken into account.

[0050] An embodiment of this application provides an energy regeneration method, which can determine an accurate target regeneration intensity by referring to driving configuration information selected by a user and the road adhesion capacity of an actual road, and further obtain an accurate target regeneration torque based on the target regeneration intensity to perform energy regeneration, which can not only meet the user's personalized requirements but also avoid the instability of the vehicle caused by energy regeneration, thereby ensuring the energy regeneration effect.

[0051] FIG. 1 is a diagram of an implementation environment according to an embodiment of this application. As shown in FIG. 1, the implementation environment includes a vehicle controller, a motor, and wheels. For example, the vehicle controller obtains regeneration strength reference information for the vehicle, which includes driving configuration information for the vehicle and the road adhesion capacity of the road on which the vehicle is located, determines a target regeneration strength for the vehicle based on the regeneration strength reference information, determines a target regeneration torque for the vehicle based on the target regeneration strength, and, after determining the accurate target regeneration torque, controls the motor to output the target regeneration torque. The motor outputs the target regeneration torque to provide resistance to the rotating wheels, thereby performing energy regeneration according to the principle of a generator.

[0052] In an embodiment of this application, the vehicle controller may be a vehicle control unit (VCU). Optionally, the number of wheels and the number of motors are not limited in an embodiment of this application. For example, as shown in FIG. 1 , there may be four wheels and two motors. The type of motor is also not limited in an embodiment of this application. For example, the motor may be a 3-in-1 motor. The 3-in-1 motor is a motor that integrates a motor, a reducer, and an inverter.

[0053] For example, Figure 2 shows another implementation environment according to an embodiment of this application. The vehicle controller is connected to a chassis controller, a cockpit controller, a body controller, a front motor controller, and a rear motor controller. The chassis controller, the cockpit controller, and the body controller are information source components configured to feedback information in real time. The vehicle controller obtains regeneration intensity reference information and regeneration torque reference information required for energy regeneration based on the information fed back by the chassis controller, the cockpit controller, and the body controller. For example, the vehicle controller obtains vehicle driving configuration information through the cockpit controller and the accelerator pedal opening degree of the vehicle through the body controller. The front motor controller and the rear motor controller function as actuators for executing the target regeneration torque request of the vehicle controller.

[0054] 3 is a flowchart of an energy recovery method according to an embodiment of the present application. For example, the method may be performed by the vehicle controller shown in FIG. 1. As shown in FIG. 3, the method includes, but is not limited to, the following steps 301 to 303.

[0055] Step 301: Obtain regeneration strength reference information of a vehicle, where the regeneration strength reference information includes driving configuration information of the vehicle and road adhesion capacity of the road where the vehicle is located.

[0056] In an embodiment of the present application, the regeneration strength reference information is information that influences the regeneration strength of energy regeneration performed on a vehicle, and the regeneration strength indicates the value of the strength of energy regeneration to be performed. Typically, the regeneration strength is positively correlated with the regeneration torque of the motor, the amount of regenerated energy, and the deceleration value of the vehicle. For example, a larger regeneration strength indicates a larger amount of regenerated energy and a larger deceleration value of the vehicle. Optionally, the regeneration strength typically includes multiple strength levels, such as strong, medium, and weak. Alternatively, any number of levels may be set in order from strong to weak, and the strength difference between adjacent levels may be the same or different.

[0057] The vehicle driving configuration information is the driver's vehicle configuration information through personalized selection, and is intended to represent the energy regeneration intensity expected by the user. The driving configuration information is not limited to this embodiment of the application. Optionally, the driving configuration information may include at least one of a driving mode and a road mode. For example, the driving mode may include an energy saving mode, a comfort mode, a sport mode, a launch mode, etc. The road mode may include a wet and slippery road mode, a snowy road mode, an icy road mode, an off-road mode, etc. Different driving modes and different road modes usually correspond to different energy regeneration intensities. Optionally, when the vehicle is in an autonomous driving mode, the driving mode in the driving configuration information may be represented by a configured following distance. A smaller following distance indicates a more aggressive vehicle driving mode, and different following distances correspond to different energy regeneration intensities.

[0058] In a possible implementation, the road surface condition is further actively recognized to modify the road mode in the driving configuration information. Alternatively, when the driving configuration information does not include a road mode, the road surface condition is actively recognized to obtain the road mode. Optionally, the manner of actively recognizing the road surface condition may be as follows: using an image capture device installed in the vehicle to capture an image on the road surface of the road where the vehicle is located, performing image recognition on the captured image on the road surface, and automatically determining the road mode based on the image recognition result. If the road mode obtained through automatic recognition is different from the road mode in the driving configuration information, the driver may be prompted to change the road mode, or the road mode in the driving configuration information is directly replaced with the road mode obtained through automatic recognition.

[0059] In this embodiment of the application, road adhesion capability refers to the value of the adhesive force between the tire and the road surface when the vehicle is traveling. A stronger road adhesion capability indicates a larger value of the adhesive force between the tire and the road surface, and indicates a less susceptibility to instability phenomena such as tire spin, vehicle skidding, or fishtailing. Optionally, the road adhesion capability may be expressed by an exact value of the road adhesion coefficient, or may be expressed by a range of road adhesion coefficient values. The manner in which the road adhesion capability is expressed is not limited in this embodiment of the application. Regardless of the specific expression method used, the road adhesion coefficient may be positively correlated with the road adhesion capability. A larger road adhesion coefficient indicates a stronger road adhesion capability.

[0060] The road adhesion coefficient is the ratio of the maximum limit of the tangential reaction force of the ground to the tire (adhesion) to the normal reaction force of the driving wheel. The driving wheel is the wheel that converts energy into kinetic energy to enable the vehicle to move forward or backward. When a vehicle is running, good road adhesion is necessary to ensure that the minimum adhesion coefficient required for the vehicle to fully exert driving force is not greater than the road adhesion coefficient. Otherwise, vehicle instability may occur. Optionally, the road adhesion coefficient mainly depends on the road condition (e.g., dry road, asphalt road, concrete road, or snow and ice road), tire structure, tread pattern, driving speed, etc. Usually, the road adhesion coefficient is small on snow and ice or wet and slippery roads, and the probability of vehicle instability is high.

[0061] The manner of obtaining the road adhesion coefficient is not limited to this embodiment of the application and may be any method for detecting the adhesion coefficient between a tire and a road surface in real time during the vehicle driving process. For example, the mechanical properties of the tire are analyzed to find the relationship between the mechanical parameters and the adhesion coefficient, and then the mechanical parameters are detected using a measuring device to calculate the adhesion coefficient. Alternatively, the relationship between the adhesion coefficient and both the influence factors of the friction process and each external factor affecting the friction process is analyzed, and then each influence factor is measured using a measuring device to estimate the adhesion coefficient. Alternatively, adhesion rate-slip rate change curves for different road surfaces are obtained in advance, and the maximum adhesion rate in the adhesion rate-slip rate change curve for any road surface is the road adhesion coefficient for that road surface. Alternatively, the road adhesion coefficient is determined based on the vehicle's real-time positioning information, weather information, and road surface information recognized using an image capture device installed on the vehicle.

[0062] Therefore, the above method can obtain the driving configuration information of the vehicle and the road adhesion capacity of the road on which the vehicle is located. The regeneration strength reference information is not limited in this embodiment of the present application. In addition to the driving configuration information of the vehicle and the road adhesion capacity of the road on which the vehicle is located, other information that affects the regeneration strength of the energy regeneration performed on the vehicle may also be included.

[0063] In a possible implementation, before the vehicle's regeneration intensity reference information is obtained, it is first determined whether the vehicle satisfies an energy regeneration condition. When the vehicle satisfies the energy regeneration condition, energy regeneration is triggered and the vehicle's regeneration intensity reference information is obtained. In this embodiment of the application, the energy regeneration condition is not limited. The energy regeneration condition relates to environmental factors required by the vehicle to perform energy regeneration. For example, the vehicle needs to perform energy regeneration in a braking state or a coasting state. Therefore, energy regeneration is initiated when the energy regeneration condition is satisfied, so that the vehicle starts energy regeneration in a scenario where energy regeneration is possible and no energy regeneration error occurs.

[0064] For example, when the accelerator pedal of the vehicle controls the acceleration and deceleration of the vehicle, i.e., in single pedal mode, accelerator pedal position information determines the running state of the vehicle. For example, when the accelerator pedal position is less than the position threshold, the vehicle is in a braking state. When the accelerator pedal position is equal to the position threshold, the vehicle is in a coasting state. When the accelerator pedal position is greater than the position threshold, the vehicle is in a driving state. That is, the energy regeneration conditions may include the following: The accelerator pedal position of the vehicle is less than the position threshold, the gear is a driving gear, and the stability control function is not enabled.

[0065] When the accelerator pedal of the vehicle controls the acceleration of the vehicle and the brake pedal of the vehicle controls the deceleration of the vehicle, i.e., in the non-single pedal mode, the absence of the accelerator pedal indicates that the vehicle is not driving. That is, the energy regeneration conditions may include the following: the accelerator pedal of the vehicle is not pressed, the gear is a driving gear, and the stability control function is not enabled. Therefore, the energy regeneration method provided in this embodiment of this application can be applied to vehicles in the single pedal mode and the non-single pedal mode. Furthermore, the single pedal mode and the non-single pedal mode each include a corresponding energy regeneration condition, and the conditions for triggering energy regeneration are more precise.

[0066] In an embodiment of this application, the stability control function is a function that assists the vehicle in avoiding instability. For example, the stability control function includes an anti-lock braking system (ABS), a dynamic traction control (DTC) system, an automatic emergency braking (AEB) assistant, etc. When the stability control function determines that the vehicle may experience an instability phenomenon, the stability control function automatically initiates intervention to control the vehicle. Therefore, if the stability control function is enabled, this indicates that the vehicle is not suitable for energy regeneration.

[0067] The ABS is configured to automatically control the braking force value during vehicle braking so that the wheels do not lock but simultaneously rotate and slip (with a slip ratio of approximately 20%). This ensures that the adhesion between the wheels and the ground is at its maximum value. The DTC system is configured to control the traction of the tires by controlling the engine rotation speed, preventing the tires from slipping. The AEB assistant detects the distance and relative speed of an object ahead and takes measures to assist the driver in avoiding or mitigating a collision when the driver brakes too late, applies too little braking force, or fails to take any braking measures. Therefore, the fact that the stability control function is not enabled indicates that either the vehicle's ABS, DTC system, or AEB assist is not intervening.

[0068] Step 302: Determine a target regeneration strength of the vehicle based on the regeneration strength reference information.

[0069] In this embodiment of the present application, after the regeneration intensity reference information is obtained, a target regeneration intensity of the vehicle may be determined based on the regeneration intensity reference information. Optionally, a configuration regeneration intensity of the vehicle is determined based on the regeneration intensity reference information, and then the configuration regeneration intensity is adjusted based on the road adhesion capacity to obtain the target regeneration intensity of the vehicle. Compared with the directly obtained configuration regeneration intensity, the target regeneration intensity adjusted based on the road adhesion capacity takes into account the instability risk caused by the road adhesion capacity. Therefore, the determined target regeneration intensity is more accurate while meeting the user's personalized requirements.

[0070] In a possible implementation manner, determining the configured regeneration intensity of the vehicle based on the regeneration intensity reference information includes: obtaining a configured regeneration intensity of the vehicle corresponding to the regeneration intensity reference information based on a correspondence relationship between the regeneration intensity reference information and the energy regeneration intensity. Optionally, when the regeneration intensity reference information includes a driving mode, the configured regeneration intensity of the vehicle corresponding to the driving mode is obtained based on the correspondence relationship between the driving mode and the energy regeneration intensity; when the regeneration intensity reference information includes a road mode, the configured regeneration intensity of the vehicle corresponding to the road mode is obtained based on the correspondence relationship between the road mode and the energy regeneration intensity; or when the regeneration intensity reference information includes a driving mode and a road mode, the configured regeneration intensity of the vehicle corresponding to the driving mode and the road mode is obtained based on the correspondence relationship between the driving mode, the road mode, and the energy regeneration intensity.

[0071] For example, the energy regeneration intensity includes three levels: strong, medium, and weak. The correspondence relationship between the driving mode, the road mode, and the energy regeneration intensity may be as shown in Table 1. Therefore, after the regeneration intensity reference information is obtained, the corresponding configured regeneration intensity may be determined in Table 1 based on the driving mode and the road surface condition in the regeneration intensity reference information. [Table 1]

[0072] In this embodiment of the present application, when road adhesion is poor and the energy regeneration intensity is high, instability easily occurs. In this case, when the road adhesion falls below a certain condition, the energy regeneration intensity may be actively reduced. Optionally, when the road adhesion satisfies the instability boundary condition, a reference regeneration intensity is used as the target regeneration intensity of the vehicle. When the reference regeneration intensity is less than the regeneration intensity threshold, or when the road adhesion does not satisfy the instability boundary condition, the configured regeneration intensity is used as the target regeneration intensity of the vehicle. Both the instability boundary condition and the regeneration intensity threshold may be set based on experience or may be flexibly adjusted based on the application scenario. For example, the regeneration intensity threshold may be set to a medium level, or the reference regeneration intensity may be directly set to the lowest level of multiple levels included in the energy regeneration intensity.

[0073] Optionally, the instability boundary condition refers to a condition in which the vehicle may experience an instability phenomenon but the instability phenomenon has not yet occurred. This is because, when an instability phenomenon occurs, the vehicle's stability control function intervenes, and when the vehicle's stability control function intervenes, the vehicle does not perform energy regeneration. For example, the instability boundary condition may be that the road on which the vehicle is located is a low-adhesion road. When the road adhesion capacity indicates that the road on which the vehicle is located is a low-adhesion road, the road adhesion capacity satisfies the instability boundary condition. When the road adhesion capacity indicates that the road on which the vehicle is located is not a low-adhesion road, the road adhesion capacity does not satisfy the instability boundary condition. For example, the low-adhesion road may be a road on which the road adhesion coefficient is less than a coefficient threshold. The coefficient threshold may be set based on experience or flexibly adjusted based on an application scenario. In this case, an example is used in which the road adhesion capacity is the road adhesion coefficient. When the road adhesion coefficient is less than the coefficient threshold, the reference regeneration intensity is actively used as the target regeneration intensity of the vehicle, regardless of the value of the configured regeneration intensity.

[0074] Therefore, on a low-adhesion road such as a snowy or icy road, the determined target regeneration intensity can be ensured to be less than the regeneration intensity threshold. This effectively avoids the risk of instability caused by an excessively large target regeneration intensity and effectively reduces the number of interventions by the stability control function. If the stability control function intervenes in the energy regeneration process, the energy regeneration may be canceled. Therefore, reducing the number of interventions by the stability control function prevents the cancellation of energy regeneration caused by the intervention of the chassis stability control function and also prevents unexpected jerk of the vehicle caused by the cancellation of energy regeneration.

[0075] After the reference regeneration intensity is used as the target regeneration intensity of the vehicle, prompt information such as "energy regeneration intensity is reduced to ensure safety" may be further displayed on the vehicle's instrument panel to provide a safety prompt to the driver. In this case, the energy regeneration intensity corresponding to the driving mode selected by the driver is high, but the target regeneration intensity remains low when the vehicle is traveling on a road surface with a small road adhesion coefficient at the same vehicle speed.

[0076] Step 303: Determine a target regenerative torque of the vehicle based on the target regenerative strength, and perform energy regeneration based on the target regenerative torque.

[0077] Typically, different energy regeneration intensities correspond to fixed energy regeneration torques at different vehicle speeds. After the target regeneration intensity is determined, a corresponding fixed regeneration torque may be determined based on the target regeneration intensity and the current vehicle speed of the vehicle. To perform energy regeneration, the fixed regeneration torque may be directly used as the target regeneration torque. In this embodiment of the present application, other information that affects the energy regeneration torque, i.e., regeneration torque reference information, may be further considered to obtain a more accurate target regeneration torque. After the more accurate target regeneration torque is obtained, the vehicle motor may be controlled to perform energy regeneration based on the target regeneration torque.

[0078] For a possible implementation, refer to Fig. 4. Fig. 4 shows a method for determining a target regenerative torque of a vehicle based on a target regenerative strength according to an embodiment of the present application. As shown in Fig. 4, the method for determining a target regenerative torque of a vehicle based on a target regenerative strength includes, but is not limited to, the following steps 3031 to 3033.

[0079] Step 3031: The basic regenerative torque is obtained based on the target regenerative strength and the current vehicle speed.

[0080] From the above, it can be seen that when the target regeneration strength and the current vehicle speed of the vehicle are obtained, the corresponding basic regeneration torque can be obtained based on the correspondence between the energy regeneration strength, the vehicle speed, and the energy regeneration torque.

[0081] In a possible implementation, in the single-pedal mode, the process of obtaining the basic regenerative torque may further incorporate accelerator pedal depression information. That is, obtaining the basic regenerative torque based on the target regenerative intensity and the current vehicle speed includes obtaining the basic regenerative torque based on the target regenerative intensity, the current vehicle speed, and the accelerator pedal depression of the vehicle. Similarly, the basic regenerative torque corresponding to the target regenerative intensity, the current vehicle speed, and the accelerator pedal depression of the vehicle may be obtained based on the correspondence between the energy regenerative intensity, the vehicle speed, the accelerator pedal depression, and the energy regenerative torque.

[0082] In addition to the above method of obtaining the basic regenerative torque based on the correspondence, the basic regenerative torque may also be obtained by the following real-time calculation method. For example, the maximum acceleration value a of the vehicle is obtained based on the target regenerative strength and the current vehicle speed, and the freewheeling resistance F is obtained based on the maximum acceleration value a by using the following formula: F=m*g*cosφ*a, where m is the vehicle mass, g is the gravitational acceleration value, and φ is the gradient of the road on which the vehicle is located. Then, the basic regenerative torque is T=(Ff)*r / i / η, where F is the freewheeling resistance, f is the rolling resistance, r is the tire radius, i is the motor reduction ratio, and η is the transmission efficiency of the electric drive assembly.

[0083] Step 3032: Obtain regenerative torque reference information corresponding to the vehicle. The regenerative torque reference information is information that affects the deceleration value of the vehicle under the basic regenerative torque.

[0084] The regenerative torque reference is not limited in this embodiment of the present application, as long as different vehicle regenerative torque references under the same basic regenerative torque result in different vehicle deceleration values. For example, when the same vehicle performs energy regeneration based on the same basic regenerative torque, a larger vehicle mass indicates a smaller vehicle deceleration value. The vehicle mass is related to the number of occupants using the vehicle. The number of occupants in the vehicle can be obtained as follows: using a sensor to detect whether the seat belt corresponding to each seat is fastened, and if the seat belt is fastened, it is determined that one occupant is present in the seat; or using a pressure sensor attached under each seat to detect the weight of each seat, and if the weight detected by the pressure sensor is greater than 15 kg, it is determined that one occupant is present in the seat. In this way, the number of occupants can be obtained.

[0085] For example, when the same vehicle performs energy regeneration based on the same basic regenerative torque, a larger uphill gradient on the road indicates a smaller vehicle deceleration value, and a larger downhill gradient on the road indicates a larger vehicle deceleration value. The gradient information of the road on which the vehicle is located may be obtained as follows: attaching a gyroscope to the center of gravity of the vehicle and using the gyroscope to measure the angle between the vehicle body plane and a horizontal reference plane in real time; attaching laser displacement sensors symmetrically to the left and right sides of the front and rear ends of the vehicle body and using four laser displacement sensors to measure the displacement values ​​of the vehicle body plane from four points to the road surface in real time; and obtaining the transverse slope angle and longitudinal slope angle of the road surface using a geometric technique based on the displacement values ​​measured using any three laser displacement sensors. Alternatively, the gradient information of the road on which the vehicle is located may be obtained as follows: using an acceleration sensor attached to the vehicle to obtain the vehicle's real-time acceleration value and estimating the gradient using a dynamics filtering method.

[0086] Furthermore, the vehicle's historical energy regeneration information is a history record of the corresponding energy regeneration performed by the vehicle's login account. Optionally, each history record of energy regeneration includes information such as a target regeneration intensity, a target regeneration torque, and a regeneration duration. Therefore, the number of times the vehicle has used different levels of energy regeneration torque can be obtained through statistics based on the historical energy regeneration information. The division of different levels of energy regeneration torque is not limited in this embodiment of the present application. For example, the levels of energy regeneration torque may include high, medium, and low.

[0087] When the historical energy regeneration information indicates that the number of times the vehicle uses a high level of energy regeneration torque is greater than the threshold number of times, or when the historical energy regeneration information indicates that the ratio of the duration during which the vehicle performs energy regeneration based on the high level of energy regeneration torque to the total historical energy regeneration duration is greater than the first ratio, this indicates that the user is accustomed to a relatively large deceleration value when driving the vehicle and that the driving energy regeneration intensity preference corresponding to the account is strong energy regeneration. When the historical energy regeneration information indicates that the number of times the vehicle uses a low level of energy regeneration torque is greater than the threshold number of times, or when the historical energy regeneration information indicates that the ratio of the duration during which the vehicle performs energy regeneration based on the low level of energy regeneration torque to the total historical energy regeneration duration is greater than the second ratio, this indicates that the user is accustomed to a relatively small deceleration value when driving the vehicle and that the driving energy regeneration intensity preference corresponding to the account is weak energy regeneration. The threshold number of times, the first ratio, and the second ratio may be set based on experience or may be flexibly adjusted based on the application scenario.

[0088] Therefore, based on the above analysis, the regenerative torque reference information provided in this embodiment of this application may include at least one of the vehicle's historical energy regeneration information, the number of occupants, and the gradient information of the road on which the vehicle is located.

[0089] Step 3033: The basic regenerative torque is adjusted based on the regenerative torque reference information, and the target regenerative torque of the vehicle is obtained based on the adjustment result.

[0090] The regenerative torque reference information can affect the deceleration value of the vehicle. Therefore, the basic regenerative torque is adjusted based on the regenerative torque reference information, so that the deceleration value of the vehicle can be basically the same under different regenerative torque reference information, which improves the driving experience of the driver.

[0091] In a possible implementation, adjusting the basic regenerative torque based on the regenerative torque reference information includes determining an adjustment factor based on at least one of historical energy regeneration information, the number of occupants, and gradient information, the adjustment factor indicating the degree of influence of the regenerative torque reference information on the vehicle deceleration value, and adjusting the basic regenerative torque based on the adjustment factor.

[0092] Optionally, when the regenerative torque reference information includes the number of occupants, the basic energy regenerative torque may increase as the number of occupants increases. Therefore, the manner of determining the adjustment factor based on the number of occupants may be as follows: the initial adjustment factor is set as a first reference value. Every time the number of occupants increases by a first number, the adjustment factor increases by one fractional increment. The first reference value, the first number, and the fractional increment may all be flexibly adjusted. For example, the first reference value and the first number may be 1, and the fractional increment may be any value less than 1, such as 0.1 or 0.2.

[0093] In a possible implementation, when historical energy regeneration information is available, the fractional increment may be determined based on the historical energy regeneration information. For example, if the historical energy regeneration information indicates a large number of times that the vehicle uses a high level of energy regeneration torque, a large fractional increment may be determined. Alternatively, if the historical energy regeneration information indicates a large number of times that the vehicle uses a low level of energy regeneration torque, a small fractional increment may be determined. Therefore, even if the same vehicle determines the same target regeneration intensity, the target regeneration torque at the same vehicle speed will be different when the number of occupants is different.

[0094] The target regenerative torque obtained based on the adjustment coefficient determined based on the number of occupants is more accurate. In this way, when the vehicle mass changes depending on the number of occupants, the vehicle deceleration value at the same target regenerative strength and the same vehicle speed is essentially the same. This ensures a consistent driving experience and occupant experience when different numbers of occupants are riding in the vehicle. Furthermore, the adjustment is performed directly based on the number of occupants, and there is no need to calculate the exact vehicle mass, and there is a small error in obtaining the number of occupants. This ensures the stability of the adjustment result.

[0095] When the regenerative torque reference information includes gradient information, the basic energy regenerative torque may increase as the gradient of an uphill road increases, and the basic energy regenerative torque may decrease as the gradient of a downhill road increases. Therefore, the manner of determining the adjustment factor based on the gradient information may be as follows: the initial adjustment factor may be set as the second reference value. If the gradient information indicates that the adjustment factor increases by a first reference degree for an uphill road, the adjustment factor increases by one first fractional increment. If the gradient information indicates that the adjustment factor increases by a second reference degree for a downhill road, the adjustment factor decreases by one second fractional increment.

[0096] Optionally, the second reference value may be flexibly adjusted. For example, the second reference value is 1. Both the first reference degree and the second reference degree may be any angle value. For example, both the first reference degree and the second reference degree are 5 degrees. Both the first fractional increment and the second fractional increment may be any value less than 1. Similarly, the first fractional increment and the second fractional increment may also be determined based on historical energy regeneration information, and the determination principle is similar to the above-mentioned principle for determining fractional increments. Therefore, after the same vehicle determines the same target regeneration intensity, the target regeneration torque will be different on an uphill road, a downhill road, and a flat road at the same vehicle speed.

[0097] The target regenerative torque obtained based on the adjustment factor determined based on the gradient information is more accurate. In this way, on roads with different gradients, the vehicle deceleration value is essentially the same for the same target regenerative strength and the same vehicle speed. This ensures a consistent driving experience and passenger experience when the vehicle is traveling uphill, on flat roads, and downhill. Furthermore, by increasing the adjustment factor when the vehicle is traveling downhill, the basic regenerative strength can be increased, resulting in more energy being regenerated to charge the battery on downhill roads. This effectively improves durability. Furthermore, on downhill roads, the basic regenerative strength is increased, resulting in a larger vehicle deceleration value. This reduces the number of braking operations and reduces brake pad wear.

[0098] Optionally, when the regenerative torque reference information includes the number of occupants and gradient information, a first adjustment factor is determined based on the number of occupants, a second adjustment factor is determined based on the gradient information, and an adjustment factor corresponding to the number of occupants and the gradient information is obtained based on the first adjustment factor and the second adjustment factor. For example, if the first adjustment factor is X1 and the second adjustment factor is X2, the manner of adjusting the basic regenerative torque based on the adjustment factor may be as follows: basic regenerative torque*X1*X2. In the above process, the basic regenerative torque is adjusted based on the regenerative torque reference information, and the adjustment result may include an adjusted basic regenerative torque, for example, basic regenerative torque*X1*X2.

[0099] When the regenerative torque reference information includes historical energy regeneration information, the adjustment coefficient may be determined based on the number of times the vehicle uses different levels of energy regenerative torque as indicated in the historical energy regeneration information. In this embodiment of the present application, the basic principle of adjusting the basic regenerative torque based on historical energy regeneration information is as follows: based on the historical energy regeneration information corresponding to the vehicle's login account, statistics on driving energy regeneration intensity preferences corresponding to the account are collected, or the driver directly inputs the driving energy regeneration intensity preference. The energy regenerative torque is divided into multiple levels in descending or ascending order, with larger energy regenerative torque corresponding to higher levels. If the driving energy regeneration intensity preference corresponding to the vehicle's login account is strong energy regeneration, when the basic regenerative torque is adjusted, the basic regenerative torque tends to increase, but the increased basic regenerative torque is not greater than the energy regenerative torque of the higher levels. If the driving energy regeneration intensity preference corresponding to the login account of the vehicle is weak energy regeneration, when the basic regeneration torque is adjusted, the basic regeneration torque tends to decrease, but the decreased basic regeneration torque is not smaller than the current level of the energy regeneration torque.

[0100] For example, the initial adjustment factor is a third reference value, and the ratio of the number of times the vehicle uses a high level of energy regeneration torque to the total number of historical energy regeneration times is used as the large regeneration ratio, or the ratio of the duration of time the vehicle performs energy regeneration based on the high level of energy regeneration torque to the total historical energy regeneration duration is used as the large regeneration ratio. When the historical energy regeneration information indicates that the large regeneration ratio is greater than the first ratio, the adjustment factor is increased by a third fractional increment. When the historical energy regeneration information indicates that the large regeneration ratio is greater than the second ratio, the adjustment factor is increased by a fourth fractional increment. In another example, the ratio of the number of times the vehicle uses a low level of energy regeneration torque to the total number of historical energy regeneration times is used as the small regeneration ratio, or the ratio of the duration of time the vehicle performs energy regeneration based on the low level of energy regeneration torque to the total historical energy regeneration duration is used as the small regeneration ratio. When the historical energy regeneration information indicates the small regeneration ratio is greater than the third ratio, the adjustment factor is decreased by a fifth fractional increment. When the historical energy regeneration information indicates the small regeneration ratio is greater than the fourth ratio, the adjustment factor is decreased by a sixth fractional increment.

[0101] Optionally, the third reference value may be flexibly adjusted. For example, the third reference value is 1. The first ratio, the second ratio, the third ratio, and the fourth ratio may all be flexibly adjusted. For example, the first ratio, the second ratio, the third ratio, and the fourth ratio may all be 80%, or the first ratio and the third ratio may be 80% and the second ratio and the fourth ratio may be 50%. The third fractional increment, the fourth fractional increment, the fifth fractional increment, and the sixth fractional increment may all be any value less than 1. When the energy regenerative torque is divided into multiple levels, the third fractional increment, the fourth fractional increment, the fifth fractional increment, and the sixth fractional increment are usually less than the remainder. The remainder is the remainder of the quotient of the energy regenerative torque of a higher level and the energy regenerative torque of the current level, or the remainder is the remainder of the quotient of the energy regenerative torque of the current level and the energy regenerative torque of a lower level.

[0102] In an embodiment of the present application, after the adjustment coefficient is determined, the basic regenerative torque may be adjusted based on the adjustment coefficient. For example, a product value of the adjustment coefficient and the basic regenerative torque is obtained, and the product value is the adjustment result. Alternatively, a product value of the adjustment coefficient, the basic regenerative torque, and a fixed parameter is obtained, and the product value is the adjustment result.

[0103] In a possible implementation, obtaining a target regenerative torque for the vehicle based on the adjustment result includes obtaining an adjusted regenerative torque based on the adjustment result, and when the adjusted regenerative torque is greater than a maximum allowable regenerative torque of a motor of the vehicle, using the maximum allowable regenerative torque as the target regenerative torque for the vehicle, or when the adjusted regenerative torque is not greater than the maximum allowable regenerative torque, using the adjusted regenerative torque as the target regenerative torque for the vehicle. Optionally, obtaining an adjusted regenerative torque based on the adjustment result includes using an adjusted basic regenerative torque as the adjusted regenerative torque.

[0104] Therefore, the adjusted regenerative torque obtained after the adjustment can be limited. This ensures that the finally determined target regenerative torque of the vehicle is not greater than the maximum allowable regenerative torque of the vehicle's motor, protects the motor and the battery, and further improves the accuracy of the determined target regenerative torque. In a possible implementation, the maximum allowable regenerative torque of the motor may be obtained based on the chargeable power of the vehicle's battery and at least one of the regenerative ability and rotation speed of the motor. The obtaining method is not limited in this embodiment of the present application. The chargeable power of the battery is determined by the battery's state of charge (SOC), and a larger SOC of the battery indicates a larger chargeable power.

[0105] When the vehicle includes one motor, a target regenerative torque of the vehicle is determined based on the target regenerative strength, and then the target regenerative torque is directly distributed to the motor, and the motor performs energy regeneration based on the target regenerative torque.

[0106] When the vehicle includes multiple motors, after determining the target regenerative torque of the vehicle based on the target regenerative strength, the method further includes determining a distribution ratio among the multiple motors based on a road adhesion coefficient, and dividing the target regenerative torque into multiple regenerative torques based on the distribution ratio, where the multiple regenerative torques have a one-to-one correspondence with the multiple motors. In this case, performing energy regeneration based on the target regenerative torque includes controlling the multiple motors to perform energy regeneration based on the corresponding regenerative torques.

[0107] Determining the distribution ratio among the multiple motors based on the road adhesion coefficient includes, but is not limited to, determining a fixed distribution ratio among the multiple motors when the road adhesion coefficient is less than a coefficient threshold, or determining a distribution ratio among the multiple motors based on driving configuration information when the road adhesion coefficient is not less than the coefficient threshold. For different target energy regeneration intensities, the target regenerative torque obtained by the different motors through distribution is different at the same vehicle speed. For the same energy regeneration intensity, the target regenerative torque obtained by the different motors through distribution is different when the vehicle is traveling on a low-adhesion road and a normal road.

[0108] For example, a vehicle includes two motors, for example, one motor for front drive and one motor for rear drive. The manner of determining the distribution ratio between the multiple motors based on the driving configuration information may be as follows: the distribution ratio between the two motors may be determined based on the driving mode, motor activation state, motor driving efficiency, front and rear vehicle speeds, front and rear dynamic loads, vehicle speed, etc. in the driving configuration information. The front and rear vehicle speeds are the speed of the front wheels of the vehicle and the speed of the rear wheels of the vehicle, and the front and rear dynamic loads are the load at the vehicle head and the load at the vehicle tail.

[0109] Optionally, when the driving mode is energy saving, if the motor activation state is single motor activation, the target regenerative torque is directly distributed to the activated motor, or when the motor activation state is dual motor activation, the distribution ratio is determined according to the principle of highest total regenerative efficiency in order to regenerate as much energy as possible.When the driving mode is comfort or sport, the distribution ratio is determined based on at least one of front and rear vehicle speeds and front and rear dynamic loads in order to achieve optimal tire adhesion utilization and highest stability.

[0110] For example, the multiple motors include a front motor and a rear motor. The method for determining the distribution ratio between the multiple motors based on the driving configuration information may be as follows: obtain a driving mode of the vehicle based on the driving configuration information; when the driving mode is energy saving and the motor activation state is dual motor activation, determine total regenerative efficiencies of the front motor and the rear motor with different distribution ratios based on the motor driving efficiency, and use the distribution ratio with the highest total regenerative efficiency as the distribution ratio between the front motor and the rear motor; or when the driving mode is comfort or sport, obtain a first ratio between the front wheel speed and the rear wheel speed and a second ratio between the front body load and the rear body load, and determine the distribution ratio between the front motor and the rear motor based on at least one of the first ratio and the second ratio.

[0111] For example, the first ratio is directly used as the distribution ratio between the first motor and the second motor, or the second ratio is directly used as the distribution ratio between the first motor and the second motor, or the average sum of the first ratio and the second ratio is used as the distribution ratio between the first motor and the second motor.

[0112] For example, a vehicle may include three motors, one for front drive and two for rear drive (left and right). In addition to determining the distribution ratio based on the two motors, the steering angle and road adhesion conditions of the wheels on both sides are taken into consideration to improve the vehicle's handling stability. Optionally, after the distribution ratio between the front motor and the two rear motors is determined based on the above dual-motor distribution method, the target regenerative torque is further distributed to the left motor and the right motor based on the distribution ratio between the two rear motors.

[0113] For example, the multiple motors include a front motor, a rear left motor, and a rear right motor. The manner of determining the distribution ratio among the multiple motors based on the driving configuration information may be as follows: obtain a front-to-rear ratio among the front motor, the rear left motor, and the rear right motor based on the driving configuration information, determine a steering direction of the vehicle based on steering wheel angle information, determine a third ratio among the rear left motor and the rear right motor based on the steering direction, determine a fourth ratio among the rear left motor and the rear right motor based on road adhesion states of the left and right wheels, determine a left-to-right ratio among the front motor and the rear motor based on at least one of the third ratio and the fourth ratio, and determine the distribution ratio among the front motor, the rear left motor, and the rear right motor based on the front-to-rear ratio and the left-to-right ratio.

[0114] For example, the third ratio between the rear rear motor and the rear right motor is determined based on the steering direction such that the ratio of the motor on the inside of the steering direction is greater than the ratio of the motor on the outside of the steering direction. The fourth ratio between the rear left motor and the rear right motor is determined based on the road adhesion conditions of the left and right wheels such that when the road adhesion conditions of the wheels on both sides show different road adhesion ratios, the ratio of the motor on the side with the smaller road adhesion ratio is greater than the ratio of the motor on the side with the larger road adhesion ratio.

[0115] According to an embodiment of the energy regeneration method provided in this application, a target regeneration intensity of a vehicle is determined based on the vehicle's driving configuration information and the road adhesion capacity of the road on which the vehicle is located. The driving configuration information can reflect the user's personalized selection, and the road adhesion capacity can reflect the actual driving environment. Therefore, the method can meet both the user's requirements and the requirements of the actual driving environment, resulting in a more accurate determined target regeneration intensity. Furthermore, the target regeneration torque determined based on the accurate target regeneration intensity is also more accurate, and the effect of energy regeneration performed based on the accurate target regeneration torque is better.

[0116] 5 is a diagram of an energy recovery device according to an embodiment of this application. The energy recovery device may be implemented as all or part of a vehicle controller, a motor control module, or a motor controller by using software, hardware, or a combination of software and hardware. The energy recovery device includes an obtaining unit 501, a determining unit 502, and a regenerating unit 503.

[0117] The obtaining unit 501 is configured to obtain regeneration strength reference information of the vehicle, which includes driving configuration information of the vehicle and road adhesion capacity of the road where the vehicle is located.

[0118] The determining unit 502 is configured to determine a target regeneration strength of the vehicle based on the regeneration strength reference information.

[0119] The determining unit 502 is further configured to determine a target regenerative torque of the vehicle based on the target regenerative intensity.

[0120] The regeneration unit 503 is configured to perform energy regeneration based on a target regeneration torque.

[0121] In a possible implementation, the determining unit 502 is configured to determine a configuration regenerative intensity of the vehicle based on driving configuration information, adjust the configuration regenerative intensity based on road adhesion ability, and obtain a target regenerative intensity of the vehicle.

[0122] In a possible implementation, the determination unit 502 is configured to use the reference regeneration intensity as the target regeneration intensity of the vehicle when the road adhesion capacity satisfies the instability boundary condition, and to use the configured regeneration intensity as the target regeneration intensity of the vehicle when the reference regeneration intensity is less than the regeneration intensity threshold or the road adhesion capacity does not satisfy the instability boundary condition.

[0123] In a possible implementation, the determining unit 502 is configured to obtain a configuration regeneration intensity of the vehicle corresponding to the driving configuration information based on a correspondence relationship between the driving configuration information and the energy regeneration intensity, wherein the driving configuration information includes at least one of a driving mode and a road mode.

[0124] In a possible implementation manner, the determination unit 502 is configured to obtain a basic regenerative torque based on the target regenerative intensity and the current vehicle speed of the vehicle, and obtain regenerative torque reference information corresponding to the vehicle, where the regenerative torque reference information is information that affects the deceleration value of the vehicle under the basic regenerative torque, adjust the basic regenerative torque based on the regenerative torque reference information, and obtain a target regenerative torque for the vehicle based on the adjustment result.

[0125] In a possible implementation, an accelerator pedal of the vehicle controls acceleration and deceleration of the vehicle, and the determining unit 502 is configured to obtain a basic regenerative torque based on a target regenerative strength, a current speed of the vehicle, and an accelerator pedal opening degree of the vehicle.

[0126] In a possible implementation, the regenerative torque reference information includes at least one of historical energy regeneration information of the vehicle, a number of occupants, and gradient information of a road on which the vehicle is located. The determining unit 502 is further configured to determine an adjustment factor based on at least one of the historical energy regeneration information, the number of occupants, and the gradient information, where the adjustment factor indicates a degree of influence of the regenerative torque reference information on the deceleration value of the vehicle, and is further configured to adjust the basic regenerative torque based on the adjustment factor.

[0127] In a possible implementation, the determination unit 502 is configured to obtain an adjusted regenerative torque based on the adjustment result, and when the adjusted regenerative torque is greater than the maximum allowable regenerative torque of the vehicle's motor, use the maximum allowable regenerative torque as the target regenerative torque of the vehicle, or when the adjusted regenerative torque is not greater than the maximum allowable regenerative torque, use the adjusted regenerative torque as the target regenerative torque of the vehicle.

[0128] In a possible implementation, the obtaining unit 501 is further configured to obtain a maximum allowable regenerative torque of the motor based on the chargeable power of the vehicle's battery and at least one of the regenerative capability and rotation speed of the motor.

[0129] In a possible implementation, the vehicle includes a plurality of motors. a distribution unit configured to determine a distribution ratio among the plurality of motors and divide a target regenerative torque into a plurality of regenerative torques based on the distribution ratio, the plurality of regenerative torques having a one-to-one correspondence with the plurality of motors; a regeneration unit 503 configured to control the plurality of motors to perform energy regeneration based on the corresponding regeneration torques; Further includes:

[0130] In a possible implementation, the distribution unit is configured to determine that the distribution ratio between the multiple motors is a fixed distribution ratio when the road adhesion capacity satisfies the instability boundary condition, or to determine the distribution ratio between the multiple motors based on driving configuration information when the road adhesion capacity does not satisfy the instability boundary condition.

[0131] In a possible implementation, the obtaining unit 501 is configured to obtain the regeneration intensity reference information of the vehicle when the vehicle meets the energy regeneration condition.

[0132] In a possible implementation, when the accelerator pedal of the vehicle controls the acceleration and deceleration of the vehicle, the energy regeneration conditions include: the accelerator pedal opening of the vehicle is less than the opening threshold, the gear is a driving gear, and the stability control function is not enabled; or when the accelerator pedal of the vehicle controls the acceleration of the vehicle and the brake pedal of the vehicle controls the deceleration of the vehicle, the energy regeneration conditions include: the accelerator pedal of the vehicle is not pressed, the gear is a driving gear, and the stability control function is not enabled.

[0133] According to the energy regeneration device provided in the embodiment of this application, a target regeneration intensity of a vehicle is determined based on the vehicle's driving configuration information and the road adhesion capacity of the road on which the vehicle is located. The driving configuration information can reflect the user's personalized selection, and the road adhesion capacity can reflect the actual driving environment. Therefore, the device can meet both the user's requirements and the requirements of the actual driving environment, resulting in a more accurate determined target regeneration intensity. Furthermore, the target regeneration torque determined based on the accurate target regeneration intensity is also more accurate, and the energy regeneration effect performed based on the accurate target regeneration torque is better.

[0134] It should be noted that when the energy recovery device provided in the above embodiments operates, the division of the above functional units is merely used as an example for explanation. In actual application, the above functions can be allocated to different functional units for implementation according to requirements. That is, the internal structure of the device is divided into different functional units to realize all or part of the above functions. Furthermore, the energy recovery device and method embodiments provided in the above embodiments relate to the same concept. For specific implementation processes thereof, please refer to the method embodiments. Details will not be described again in this specification. The above descriptions of the procedures corresponding to the accompanying drawings have their own focus. For some procedures not described in detail, please refer to the related descriptions of other procedures.

[0135] An embodiment of the present application further provides a vehicle, which includes an energy recovery device as shown in FIG.

[0136] 6 is a diagram of the structure of a computing device 900 according to an exemplary embodiment of the present application. The computing device 900 shown in FIG. 6 is configured to perform operations related to the energy recovery method shown in FIG. 3. The computing device 900 may include a vehicle controller, a motor control module, or a motor controller. The computing device 900 may be implemented by using a general-purpose bus architecture.

[0137] As shown in FIG. 6, the computing device 900 includes at least one processor 901 , memory 903 , and at least one communication interface 904 .

[0138] The processor 901 may be, for example, a general-purpose central processing unit (CPU), a digital signal processor (DSP), a network processor (NP), a graphics processing unit (GPU), a neural-network processing unit (NPU), a data processing unit (DPU), a microprocessor, or one or more integrated circuits configured to implement the solutions of this application. For example, the processor 901 may include an application-specific integrated circuit (ASIC), a programmable logic device (PLD) or other programmable logic device, a transistor logic device, a hardware component, or any combination thereof. The PLD may be, for example, a complex programmable logic device (CPLD), a field-programmable gate array (FPGA), a generic array logic (GAL), or any combination thereof. The processor may implement or perform the various logic blocks, modules, and circuits described with reference to the disclosed subject matter in the embodiments of the present invention. Alternatively, the processor may be a combination for implementing computing functions, such as a combination including one or more microprocessors, or a combination of a DSP and a microprocessor.

[0139] Optionally, the computer device 900 further includes a bus. The bus is configured to transmit information between components of the computer device 900. The bus may be a peripheral component interconnect (PCI) bus, an extended industry standard architecture (EISA) bus, etc. The bus may be classified into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used to represent a bus in FIG. 6, but this does not mean that there is only one bus or only one type of bus.

[0140] The memory 903 may be, for example, but is not limited to, a read-only memory (ROM) or other type of static storage device capable of storing static information and instructions, a random access memory (RAM) or other type of dynamic storage device capable of storing information and instructions, an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other compact disc storage, an optical disc storage (including compressed optical discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), a magnetic disc storage medium or other magnetic storage device, or any other medium capable of carrying or storing program code expected in the form of instructions or data structures and accessible by a computer. For example, the memory 903 may exist independently and be connected to the processor 901 via a bus. Alternatively, the memory 903 and the processor 901 may be integrated together.

[0141] The communication interface 904 is configured to communicate with other devices or a communication network using any device such as a transceiver. The communication network may be an Ethernet, a Radio Access Network (RAN), a Bluetooth network, etc. The communication interface 904 may include a wired communication interface and may further include a wireless communication interface. In an embodiment of this application, the communication interface 904 may be used by the computing device 900 to communicate with other devices.

[0142] In a specific implementation, in an embodiment, the processor 901 may include one or more CPUs, such as CPU0 and CPU1 shown in FIG. 6. Each of the processors may be a single-core (single-CPU) processor or a multi-core (multi-CPU) processor. A processor herein may be one or more devices, circuits, and / or processing cores configured to process data (e.g., computer program instructions).

[0143] In a specific implementation, in an embodiment, computing device 900 may include multiple processors, such as processor 901 and processor 905 shown in FIG. 6. Each of the processors may be a single-core (single-CPU) processor or a multi-core (multi-CPU) processor. A processor herein may refer to one or more devices, circuits, and / or processing cores configured to process data (e.g., computer program instructions).

[0144] In a specific implementation, in an embodiment, the computer device 900 may further include an output device and an input device. The output device may communicate with the processor 901 and display information in multiple ways. For example, the output device may be a liquid crystal display (LCD), a light-emitting diode (LED) display device, a cathode ray tube (CRT) display device, a projector, etc. The input device may communicate with the processor 901 and receive user input in multiple ways. For example, the input device may be a touchscreen device, a sensing device, etc.

[0145] In some embodiments, the memory 903 may be configured to store program code 910 for implementing the solutions of this application, and the processor 901 may execute the program code 910 stored in the memory 903. That is, the computing device 900 may implement the energy recovery method provided in the method embodiments by using the processor 901 and the program code 910 in the memory 903. The program code 910 may include one or more software modules. Optionally, the processor 901 may alternatively store program code or instructions for implementing the solutions of this application.

[0146] In a specific embodiment, the computing device 900 in this embodiment of the application may correspond to the motor control module or motor controller in the above-described method embodiment. A processor 901 in the computing device 900 reads instructions in a memory 903, so that the computing device 900 shown in FIG. 6 can perform all or some of the operations performed by the motor control module or motor controller.

[0147] Specifically, the processor 901 is configured to obtain regeneration strength reference information of the vehicle, where the regeneration strength reference information includes driving configuration information of the vehicle and road adhesion capacity of the road on which the vehicle is located, determine a target regeneration strength of the vehicle based on the regeneration strength reference information, determine a target regeneration torque of the vehicle based on the target regeneration strength, and perform energy regeneration based on the target regeneration torque.

[0148] For the sake of brevity, other optional implementations will not be described again here.

[0149] 5, and each functional module in the energy recovery device is realized by using software of the computing device 900. In other words, the functional modules included in the energy recovery device are generated after the processor 901 of the computing device 900 reads the program code 910 stored in the memory 903.

[0150] The steps of the energy recovery method shown in FIG. 3 can be realized by using integrated logic circuits in hardware within the processor of the computing device 900 or by using instructions in the form of software. The steps of the methods disclosed with reference to the embodiments of this application can be directly executed by a hardware processor, or can be executed by using a combination of hardware and software modules within the processor. The software modules can be located in a storage medium well-established in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, or a register. The storage medium is located in the memory, and the processor reads information in the memory and completes the steps of the above method in combination with the hardware within the processor. To avoid repetition, the details will not be described again here.

[0151] An embodiment of the present application further provides a chip including an input interface, an output interface, a processor, and a memory. The input interface, the output interface, the processor, and the memory are connected to each other through an internal connection path. The processor is configured to execute code in the memory. When the code is executed, the processor is configured to perform any one of the energy recovery methods described above.

[0152] It should be understood that the processor may be a CPU, or may be other general-purpose processors, DSPs, ASICs, FPGAs or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. It should be noted that the processor may be a processor that supports the ARM architecture.

[0153] Furthermore, in an optional embodiment, there are one or more processors and one or more memories. Optionally, the memory may be integrated with the processor, or the memory and the processor may be located separately. The memory may include read-only memory and random access memory to provide instructions and data to the processor. The memory may further include non-volatile random access memory. For example, the memory may further store a reference block and a target block.

[0154] The memory may be volatile or nonvolatile, or may include both volatile and nonvolatile memory. Nonvolatile memory may be ROM, PROM, EPROM, EEPROM, or flash memory. Volatile memory may be RAM, acting as an external cache. By way of example, and not limitation, many types of RAM are available, such as SRAM, DRAM, SDRAM, DDR SDRAM, ESDRAM, SLDRAM, and DR RAM.

[0155] An embodiment of the present application further provides a computer-readable storage medium, which stores computer instructions, and when the computer instructions stored in the computer-readable storage medium are executed by a computing device, enables the computing device to perform the energy recovery method provided above.

[0156] An embodiment of the present application further provides a computer program product including instructions, which when executed on a computing device, enable the computing device to perform the energy recovery method provided above.

[0157] All or part of the above embodiments may be realized by using software, hardware, firmware, or any combination thereof. When software is used for implementation, all or part of the embodiments may be realized in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the procedures or functions according to this application are generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from a computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, or digital subscriber line) or wireless (e.g., infrared, radio, or microwave) method. The computer-readable storage medium may be any available medium accessible by a computer, or a data storage device integrating one or more available media, such as a server or data center. The media that can be used may be magnetic media (eg, floppy disk, hard disk, or magnetic tape), optical media (eg, DVD), semiconductor media (eg, Solid State Disk), and the like.

[0158] Those skilled in the art may understand that all or part of the steps in the above embodiments may be realized by using hardware or a program that instructs related hardware. The program may be stored in a computer-readable storage medium. The storage medium may be a read-only memory, a magnetic disk, an optical disk, etc.

[0159] The above description is merely an optional embodiment of this application, and the scope of protection of this application is not limited thereto. Any variations or replacements that can be easily conceived by those skilled in the art within the technical scope disclosed in this application shall fall within the scope of protection of this application. Therefore, the scope of protection of this application shall be subject to the scope of protection of the claims.

Claims

1. An energy regeneration method, comprising: Obtaining regeneration strength reference information for a vehicle, the regeneration strength reference information including driving configuration information for the vehicle and road adhesion capacity of a road on which the vehicle is located; determining a target regeneration strength of the vehicle based on the regeneration strength reference information; determining a target regenerative torque of the vehicle based on the target regenerative strength, and performing energy regeneration based on the target regenerative torque; A method comprising:

2. Determining a target regeneration strength of the vehicle based on the regeneration strength reference information determining a configuration regenerative strength of the vehicle based on the driving configuration information; adjusting the configured regenerative strength based on the road surface adhesion capacity, and obtaining the target regenerative strength of the vehicle; The method of claim 1 , comprising:

3. Adjusting the configured regenerative strength based on the road surface adhesion capacity and obtaining the target regenerative strength of the vehicle When the road adhesion capacity satisfies an instability boundary condition, a reference regeneration strength is used as the target regeneration strength of the vehicle, and the reference regeneration strength is less than a regeneration strength threshold; or When the road adhesion capacity does not satisfy an instability boundary condition, the configured regeneration strength is used as the target regeneration strength of the vehicle. The method of claim 2 , comprising:

4. Determining a configuration regenerative strength of the vehicle based on the driving configuration information and acquiring the configured regeneration intensity of the vehicle corresponding to the driving configuration information based on a correspondence relationship between the driving configuration information and the energy regeneration intensity, wherein the driving configuration information includes at least one of a driving mode and a road mode. The method of claim 2 or 3, comprising:

5. Determining a target regenerative torque of the vehicle based on the target regenerative strength obtaining a basic regenerative torque based on the target regenerative strength and a current vehicle speed of the vehicle; acquiring regenerative torque reference information corresponding to the vehicle, the regenerative torque reference information being information that affects a deceleration value of the vehicle under the basic regenerative torque; adjusting the basic regenerative torque based on the regenerative torque reference information, and acquiring the target regenerative torque of the vehicle based on a result of the adjustment; 5. The method of claim 1, further comprising:

6. an accelerator pedal of the vehicle controls acceleration and deceleration of the vehicle; Obtaining a basic regenerative torque based on the target regenerative strength and the current vehicle speed of the vehicle acquiring the basic regenerative torque based on the target regenerative strength, the current vehicle speed of the vehicle, and an accelerator pedal opening degree of the vehicle; The method of claim 5 , comprising:

7. The regenerative torque reference information includes at least one of historical energy regeneration information of a login account of the vehicle, the number of occupants, and gradient information of a road on which the vehicle is located; Adjusting the basic regenerative torque based on the regenerative torque reference information determining an adjustment factor based on at least one of the historical energy regeneration information, the number of occupants, and the gradient information, the adjustment factor indicating a degree of influence of the regeneration torque reference information on a deceleration value of the vehicle; adjusting the basic regenerative torque based on the adjustment coefficient; 7. The method of claim 5 or 6, comprising:

8. Obtaining the target regenerative torque of the vehicle based on the adjustment result obtaining an adjusted regenerative torque based on the adjustment result; When the adjusted regenerative torque is greater than a maximum allowable regenerative torque of a motor of the vehicle, using the maximum allowable regenerative torque as the target regenerative torque of the vehicle; or When the adjusted regenerative torque is not greater than a maximum allowable regenerative torque, the adjusted regenerative torque is used as the target regenerative torque of the vehicle.

8. The method of any one of claims 5 to 7, comprising:

9. The method comprises: obtaining the maximum allowable regenerative torque of the motor based on the chargeable power of the battery of the vehicle and at least one of the regenerative capacity and the rotation speed of the motor; The method of claim 8 further comprising:

10. the vehicle includes a plurality of motors; After determining a target regenerative torque of the vehicle based on the target regenerative strength, the method includes: determining a distribution ratio between the plurality of motors; a step of dividing the target regenerative torque into a plurality of regenerative torques based on the distribution ratio, the plurality of regenerative torques having a one-to-one correspondence with the plurality of motors; Further comprising: Executing energy regeneration based on the target regeneration torque Controlling the plurality of motors to perform energy regeneration based on the corresponding regenerative torques.

10. The method of any one of claims 1 to 9, comprising:

11. Determining a distribution ratio among the plurality of motors includes: determining that the distribution ratio between the plurality of motors is a fixed distribution ratio when the road adhesion capability satisfies an instability boundary condition; or determining the distribution ratio among the plurality of motors based on the driving configuration information when the road adhesion capacity does not satisfy an instability boundary condition; The method of claim 10, comprising:

12. the plurality of motors include a front motor and a rear motor, Determining the distribution ratio among the plurality of motors based on the operation configuration information includes: Obtaining a driving mode of the vehicle based on the driving configuration information; When the driving mode is energy saving and the motor activation state is dual motor activation, determine the total regenerative efficiency of the front motor and the rear motor with different distribution ratios based on the motor driving efficiency, and use the distribution ratio when the total regenerative efficiency is highest as the distribution ratio between the front motor and the rear motor; or When the driving mode is comfort or sport, acquiring a first ratio between a front wheel speed and a rear wheel speed and a second ratio between a front load on a vehicle body and a rear load on a vehicle body, and determining an allocation ratio between the front motor and the rear motor based on at least one of the first ratio and the second ratio; The method of claim 11 , comprising:

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

14. an accelerator pedal of the vehicle controls acceleration and deceleration of the vehicle; Obtaining the vehicle regeneration strength reference information When the vehicle satisfies an energy regeneration condition, the regeneration strength reference information of the vehicle is obtained, and the energy regeneration condition includes the following: the accelerator pedal opening of the vehicle is less than an opening threshold, the gear is a driving gear, and the stability control function is not enabled.

14. The method of any one of claims 1 to 13, comprising:

15. an accelerator pedal of the vehicle controls acceleration of the vehicle, and a brake pedal of the vehicle controls deceleration of the vehicle; Obtaining vehicle regeneration strength reference information includes: Obtaining the regeneration strength reference information of the vehicle when the vehicle satisfies an energy regeneration condition, the energy regeneration condition including the following: the accelerator pedal of the vehicle is not depressed, the gear is a driving gear, and the stability control function is not enabled.

14. The method of any one of claims 1 to 13, comprising:

16. An energy recovery device, an acquisition unit configured to acquire regeneration strength reference information of a vehicle, the regeneration strength reference information including driving configuration information of the vehicle and road adhesion capacity of a road on which the vehicle is located; and a determination unit configured to determine a target regeneration strength of the vehicle based on the regeneration strength reference information, the determination unit further configured to determine a target regeneration torque of the vehicle based on the target regeneration strength; a regeneration unit configured to perform energy regeneration based on the target regeneration torque; An energy recovery device including:

17. A vehicle including the energy recovery device of claim 16.

18. 1. A computing device comprising: The computing device includes a processor and a memory, the memory storing at least one computer program or instruction, the at least one computer program or instruction being loaded and executed by the processor, such that the computing device implements the instructions of the method of any one of claims 1 to 15.

19. 1. A computer-readable storage medium, comprising:

16. The computer readable storage medium is configured to store program code for execution by a processor, the program code comprising instructions for implementing the method of any one of claims 1 to 15.

20. 1. A computer program product comprising: The computer program product comprises computer program code which, when loaded and executed by a computer, causes the computer to implement a method according to any one of claims 1 to 15.

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