A regenerative braking control system based on pure electric vehicles

Abstract

This invention discloses a regenerative braking control system based on a pure electric vehicle, comprising a driving information acquisition module, a regenerative braking influence factor calculation module, a braking force distribution module, a regenerative braking feedback module, and a safety assurance module. The driving information acquisition module is used to acquire basic information during vehicle operation; the regenerative braking influence factor calculation module is used to collect various data and calculate the corresponding influence factors; the braking force distribution module is used to adaptively adjust the proportion of regenerative braking during braking based on the regenerative braking influence factor K; the regenerative braking feedback module is used to provide feedback and adjust the system's control effect; and the safety assurance module is used to allow the vehicle to exit the regenerative braking control system based on a pure electric vehicle.

Description

Technical Field

[0001] This invention relates to a regenerative braking control system based on a pure electric vehicle. Background Technology

[0002] With increasing environmental awareness and the development of the automotive industry, pure electric vehicles have become an important option for reducing carbon emissions and improving energy efficiency. The regenerative braking function of pure electric vehicles can effectively recover energy during braking and convert it into electrical energy stored in the battery, which is of great significance in energy conservation. However, current research on regenerative braking largely focuses on battery and energy conversion efficiency, neglecting the coordinated operation of regenerative braking and friction braking. Yet, the adaptive adjustment of the proportion of regenerative braking during the braking process of pure electric vehicles is crucial. Therefore, to address the above problems, this invention proposes a regenerative braking control system based on pure electric vehicles. Summary of the Invention

[0003] The purpose of this invention is to provide a regenerative braking control system based on pure electric vehicles to solve the problems encountered in the background art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: a regenerative braking control system based on a pure electric vehicle includes a driving information acquisition module, a regenerative braking influencing factor calculation module, a braking force distribution module, a regenerative braking feedback module, and a safety assurance module;

[0005] The vehicle information acquisition module is used to obtain basic information during vehicle operation, including the total mass m of the pure electric vehicle, the braking deceleration a of the pure electric vehicle during braking, the driving speed v of the pure electric vehicle, and the minimum speed v at which the pure electric vehicle can perform regenerative braking. min The current remaining charge C of the pure electric vehicle battery now Outdoor temperature T out The road surface adhesion coefficient φ during vehicle operation, the braking intensity Z of a pure electric vehicle, and the number of years t of the battery in a pure electric vehicle. use The current pure electric vehicle battery's capacity C when fully charged now,f The original pure electric vehicle battery's capacity C when fully charged orig The volume V of a pure electric vehicle battery bat The initial charge C0 of the pure electric vehicle battery at time t0, the remaining charge C1 of the pure electric vehicle battery at time t1, the road curvature ρ, and the maximum regenerative braking force F that the pure electric vehicle can generate under safe driving conditions. remax ;

[0006] The regenerative braking impact factor calculation module is used to collect various data and calculate the corresponding impact factors, including:

[0007] S1. Establish a braking deceleration model for the vehicle during braking. The total braking force of a pure electric vehicle satisfies the following formula:

[0008] F b =ma

[0009] Where m represents the total mass of the pure electric vehicle, and a represents the braking deceleration of the pure electric vehicle during braking;

[0010] S2. Calculate the sub-factors affecting the proportion of regenerative braking according to the following formulas, including:

[0011] S2.1 Calculate the regenerative braking participation factor K1 according to the following formula.

[0012] K1=k 11 k 12 k 13 k 14 k 15

[0013] Where, k 11 This represents the speed coefficient of a pure electric vehicle, and its value depends on the speed v of the pure electric vehicle. When v ≥ v min At that time, k 11 =1, when v <v min At that time, k 11 =0, where v min This represents the minimum speed at which a pure electric vehicle can perform regenerative braking, and is taken as 5 km / h ≤ v min ≤10 km / h, the value can be determined according to the actual situation of the vehicle;

[0014] k 12 Represents the battery's state of charge coefficient, when At that time, k 12 =1, when At that time, k 12 =0, where C now C represents the current remaining charge of a pure electric vehicle's battery. now,f This indicates the battery level of a current pure electric vehicle when fully charged.

[0015] k 13 This represents the extreme temperature coefficient, the value of which depends on the outdoor temperature T. out When -25℃ <T out At <35℃, k 13 =1, otherwise, k 13 =0;

[0016] k 14 This represents the road surface adhesion coefficient, whose value depends on the road surface adhesion coefficient φ when the vehicle is traveling. When φ ≥ 0.25, k 14 =1, otherwise, k14 =0;

[0017] k 15 This represents the braking intensity coefficient of a vehicle, and its value depends on the vehicle's braking intensity Z. When Z < 0.6, k 15 =1, when Z≥0.6, to ensure vehicle braking safety, the vehicle only uses friction braking, k 15 =0;

[0018] S2.2 Calculate the battery state factor K2 according to the following formula.

[0019]

[0020] Where w1, w2, and w3 represent weighting coefficients;

[0021] k 21 This represents the battery life coefficient, the value of which depends on the number of years t the battery in the pure electric vehicle has been in use. use The unit is year, when t use When ≤8, When t use >8 o'clock, k 21 =0.5;

[0022] k 22 Indicates the battery health status coefficient. Among them, C now,f C represents the battery capacity of a current pure electric vehicle when fully charged. orig This indicates the battery capacity of a pure electric vehicle when fully charged.

[0023] k 23 This represents the energy density coefficient of the battery. Among them, V bat This indicates the volume of the battery in a pure electric vehicle;

[0024] k 24 This indicates the self-discharge coefficient of the battery. Where C0 represents the initial charge of the pure electric vehicle battery at time t0, and C1 represents the remaining charge of the pure electric vehicle battery at time t1.

[0025] k 25 k represents the chemical composition coefficient of the battery. When the battery of a pure electric vehicle is a lithium-ion battery, k 25 =1.2, in other cases, k 25 =1.0;

[0026] S2.3 Calculate the driver's operation impact factor K3 according to the following formula.

[0027]

[0028] Where w4 and w5 represent weighting coefficients;

[0029] k 31 This represents the driving style coefficient, the value of which depends on the driver's driving style. When the driver's driving style is conservative, k... 31 =1.2, when the driver's driving style is aggressive, k 31 =0.8, in other cases, k 31 =1.0;

[0030] k 32 k represents the driver's psychological burden coefficient. 32 =x1C 32 +x2T 32 +x3R 32 +x4E 32 0 <k 32 ≤1, where x1, x2, x3, and x4 represent weighting coefficients, C 32 This represents the complexity of the driving task, and its value depends on the complexity of the driving environment, traffic conditions, and road conditions during driver braking. The higher the complexity, the higher the value of C. 32 The larger the value of T, the better. 32 This indicates the urgency of the driving time, and its value depends on the time it takes for the driver to safely complete braking. The shorter the time, the higher the urgency of T. 32 The larger the value of R, the better. 32 R represents the driver's risk perception level, and its value depends on the driver's perception of the surrounding environment and potential risks. The more risks the driver perceives, the higher the R value. 32 The larger the value of E, the better. 32 E represents the driver's level of negative emotions; its value depends on the driver's emotional state. The more negative emotions the driver experiences, the higher the E value. 32 The larger the value;

[0031] k 33 k represents the driver's physiological workload coefficient. 33 =y1H 33 +y2E 33 +y3B 33 +y4D 33 0 <k 33 ≤1, where y1, y2, y3, and y4 represent weighting coefficients, and H 33 This represents the driver's heart rate parameter, the value of which depends on the driver's heart rate; the higher the driver's heart rate, the higher the H value. 33 The larger the value of E, the better. 33 This represents the driver's skin resistance parameter, the value of which depends on the driver's skin resistance; the higher the driver's skin resistance, the higher the E value. 33 The larger the value of B, the better. 33This parameter represents the driver's breathing rate; its value depends on the driver's breathing rate. The faster the breathing rate, the higher the B... 33 The larger the value of D, the better. 33 This represents the driver's muscle delay parameter, the value of which depends on the driver's muscle delay time; the longer the delay time, the higher the value of D. 33 The larger the value;

[0032] k 34 This represents the driving mode coefficient, whose value depends on the driving mode selected by the driver. When the driver selects the economy mode, k... 34 =1.2, when the driver selects the standard driving mode, k 34 =1.0, when the driver selects Sport mode, k 34 =0.8;

[0033] S2.4 Calculate the road impact factor K4 according to the following formula.

[0034]

[0035] Where w6 and w7 represent weighting coefficients;

[0036] k 41 Indicates the road gradient coefficient. H and L represent the vertical and horizontal distances between two points on the road, respectively;

[0037] k 42 k represents the traffic congestion coefficient. 42 =z1T 42 +z2C 42 +z3R 42 0 <k 33 ≤1, where z1, z2, and z3 represent weighting coefficients. T 42 This indicates the parameter representing the vehicle speed being hindered, where v represents the vehicle's speed. 42 This indicates the speed limit for vehicles on this section of road. C 42 The time-impeded parameter, t r t represents the actual driving time of the driver on that road segment. d This indicates the ideal travel time for the driver on this section of road. R 42 n represents the road capacity utilization rate. r n represents the actual traffic volume of this road segment. m This indicates the rated traffic volume for that road section;

[0038] k 43 This represents the road curvature coefficient. Where, g represents the gravitational acceleration, φ represents the road adhesion coefficient, ρ represents the road curvature, and v represents the driving speed of the vehicle;

[0039] k 44 represents the road type coefficient, and its value depends on the road type on which the vehicle is driving. When the driving road is an urban road, k 44 = 1.2. When the driving road is an expressway, k 44 = 0.8. In other cases, k 44 = 1.0; [[ID=??]]

[0040] S3. Calculate the regenerative braking influence factor K according to the following formula

[0041]

[0042] Where, α1, α2, and α3 are the weighted values calculated for individual indicators.

[0043] The braking force distribution module is used to adaptively adjust the proportion of regenerative braking during braking according to the regenerative braking influence factor K calculated by the regenerative braking influence factor calculation module;

[0044] The braking force distribution module includes a first braking distribution mode, a second braking distribution mode, and a third braking distribution mode. Among them, the proportion of regenerative braking force in the first braking distribution mode in the total braking force is the smallest, the proportion of regenerative braking force in the second braking distribution mode in the total braking force is the second, and the proportion of regenerative braking force in the third braking distribution mode in the total braking force is the largest. By introducing the first type of decision threshold ζ1 and the second type of decision threshold ζ₂ to describe the selection of the braking distribution mode, where 0 < ζ1 < ζ₂ < 1; the braking force distribution module includes that when the vehicle simultaneously satisfies 0 < K < ζ1 and F remax < F b the braking force distribution module will execute the first braking distribution mode, and the regenerative braking force F re and the friction braking force F fr satisfy:

[0045]

[0046] F fr = F b - F re <00004?4>

[0047] Where, F remax represents the maximum regenerative braking force that can be generated under the safe driving conditions of a pure electric vehicle, and F b represents the total braking force of a pure electric vehicle.

[0048] The braking force distribution module includes that when the vehicle simultaneously satisfies ζ1 ≤ K < ζ2 and F remax < F It should be noted that there seems to be an incomplete or incorrect tag in the original text around line 38 (the tag seems to be part of an incomplete formula). This might cause some confusion in the translation. Please check and correct the original text if possible.b At that time, the brake force distribution module will execute the second brake distribution mode, and the vehicle's regenerative braking force F re and friction braking force F fr satisfy:

[0049]

[0050] F fr =F b -F re

[0051] Among them, F remax F represents the maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions. b This indicates the total braking force of a pure electric vehicle.

[0052] The braking force distribution module includes a function that allows the vehicle to simultaneously satisfy ζ2≤K<1 and F remax <F b At that time, the brake force distribution module will execute the third brake distribution mode, and the vehicle's regenerative braking force F re and friction braking force F fr satisfy:

[0053]

[0054] F fr =F b -F re

[0055] When the vehicle meets F remax ≥F b At that time, the vehicle's regenerative braking force F re and friction braking force F fr satisfy:

[0056] F re =F b

[0057] F fr =0

[0058] Among them, F remax F represents the maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions. b This indicates the total braking force of a pure electric vehicle.

[0059] The regenerative braking feedback module includes a regenerative braking evaluation index calculation module and a regenerative braking ratio adjustment module.

[0060] The regenerative braking evaluation index calculation module is used to calculate the regenerative braking evaluation index P.

[0061]

[0062] in, This represents the actual average braking deceleration during vehicle operation. This represents the ideal average braking deceleration during vehicle operation. η represents the actual regenerative braking efficiency of the vehicle, E re E represents the braking energy recovered during actual braking. fr This represents the energy not recovered during actual braking. η d E represents the ideal regenerative braking efficiency of a vehicle. red E represents the braking energy recovered during ideal braking. frd This represents the energy not recovered during ideal braking.

[0063] The regenerative braking ratio adjustment module includes the following: when P≤0.1, the vehicle will continue to operate in its original state.

[0064] When satisfied At that time, the vehicle continuously updates the K value to adjust the proportion of regenerative braking until P ≤ 0.1. The update method is: K update,j =1.05K;

[0065] When satisfied At that time, the vehicle continuously updates the K value to adjust the proportion of regenerative braking until P ≤ 0.1. The update method is: K update,j =0.95K;

[0066] Among them, K update,j The updated regenerative braking influence factor K will continuously participate in the adjustment, replacing the previous regenerative braking influence factor K. j represents the number of times the K value is updated. Before the vehicle starts a new round of braking, the j value will be recalibrated to 0. Subsequently, the j value will be incremented by one every time the K value is updated.

[0067] The safety protection module is used to deactivate the regenerative braking control system based on a pure electric vehicle, where all the braking force required by the pure electric vehicle is provided by friction braking.

[0068] The system will immediately execute the security module when any of the following conditions are met:

[0069] A. Regenerative braking influence factor K = 0;

[0070] B. The evaluation index for regenerative braking is P>0.3;

[0071] C, the number of times the K value is updated is j = 21.

[0072] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0073] 1. A regenerative braking control system based on a pure electric vehicle includes a driving information acquisition module, a regenerative braking influencing factor calculation module, a braking force distribution module, a regenerative braking feedback module, and a safety assurance module.

[0074] 2. The braking force distribution module of the present invention includes a first braking distribution mode, a second braking distribution mode, and a third braking distribution mode, wherein the regenerative braking force accounts for the smallest proportion of the total braking force in the first braking distribution mode, the regenerative braking force accounts for the second proportion of the total braking force in the second braking distribution mode, and the regenerative braking force accounts for the largest proportion of the total braking force in the third braking distribution mode. The selection of the braking distribution mode is described by introducing a first type of decision threshold ζ1 and a second type of decision threshold ζ2, wherein 0 < ζ1 < ζ2 < 1.

[0075] 3. In the event of a malfunction in the regenerative braking control system based on a pure electric vehicle or when the driving environment is unsuitable, the safety protection module of this invention terminates regenerative braking, and all the braking force required by the pure electric vehicle is provided by friction braking, thus ensuring the driving safety of the vehicle. Attached Figure Description

[0076] The present invention will be further described below with reference to the accompanying drawings:

[0077] Figure 1 This is a framework diagram of a regenerative braking control system based on a pure electric vehicle proposed in this invention. Detailed Implementation

[0078] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0079] like Figure 1 As shown, this invention is a regenerative braking control system based on a pure electric vehicle, including a driving information acquisition module, a regenerative braking influencing factor calculation module, a braking force distribution module, a regenerative braking feedback module, and a safety assurance module. The driving information acquisition module is used to acquire basic information during vehicle operation, including the total mass m of the pure electric vehicle, the braking deceleration a during braking, the driving speed v of the pure electric vehicle, and the minimum speed v0 at which the pure electric vehicle can perform regenerative braking. min The current remaining charge C of the pure electric vehicle battery now Outdoor temperature T out The road surface adhesion coefficient φ during vehicle operation, the braking intensity Z of a pure electric vehicle, and the number of years t of the battery in a pure electric vehicle. use The current pure electric vehicle battery's capacity C when fully charged now,f The original pure electric vehicle battery's capacity C when fully charged orig The volume V of a pure electric vehicle battery batThe initial charge C0 of the pure electric vehicle battery at time t0, the remaining charge C1 of the pure electric vehicle battery at time t1, the road curvature ρ, and the maximum regenerative braking force F that the pure electric vehicle can generate under safe driving conditions. remax ;

[0080] The regenerative braking impact factor calculation module is used to collect various data and calculate the corresponding impact factors, including:

[0081] S1. Establish a braking deceleration model for the vehicle during braking. The total braking force of a pure electric vehicle satisfies the following formula:

[0082] F b =ma

[0083] Where m represents the total mass of the pure electric vehicle, and a represents the braking deceleration of the pure electric vehicle during braking;

[0084] S2. Calculate the sub-factors affecting the proportion of regenerative braking according to the following formulas, including:

[0085] S2.1 Calculate the regenerative braking participation factor K1 according to the following formula.

[0086] K1=k 11 k 12 k 13 k 14 k 15

[0087] Where, k 11 This represents the speed coefficient of a pure electric vehicle, and its value depends on the speed v of the pure electric vehicle. When v ≥ v min At that time, k 11 =1, when v <v min At that time, k 11 =0, where v min This represents the minimum speed at which a pure electric vehicle can perform regenerative braking, and is taken as 5 km / h ≤ v min ≤10 km / h, the value can be determined according to the actual situation of the vehicle;

[0088] k 12 Represents the battery's state of charge coefficient, when At that time, k 12 =1, when At that time, k 12 =0, where C now C represents the current remaining charge of a pure electric vehicle's battery. now,f This indicates the battery level of a current pure electric vehicle when fully charged.

[0089] k 13 This represents the extreme temperature coefficient, the value of which depends on the outdoor temperature T. outWhen -25℃ <T out At <35℃, k 13 =1, otherwise, k 13 =0;

[0090] k 14 This represents the road surface adhesion coefficient, whose value depends on the road surface adhesion coefficient φ when the vehicle is traveling. When φ ≥ 0.25, k 14 =1, otherwise, k 14 =0;

[0091] k 15 This represents the braking intensity coefficient of a vehicle, and its value depends on the vehicle's braking intensity Z. When Z < 0.6, k 15 =1, when Z≥0.6, to ensure vehicle braking safety, the vehicle only uses friction braking, k 15 =0;

[0092] S2.2 Calculate the battery state factor K2 according to the following formula.

[0093]

[0094] Where w1, w2, and w3 represent weighting coefficients;

[0095] k 21 This represents the battery life coefficient, the value of which depends on the number of years t the battery in the pure electric vehicle has been in use. use The unit is year, when t use When ≤8, When t use >8 o'clock, k 21 =0.5;

[0096] k 22 Indicates the battery health status coefficient. Among them, C now,f C represents the battery capacity of a current pure electric vehicle when fully charged. orig This indicates the battery capacity of a pure electric vehicle when fully charged.

[0097] k 23 This represents the energy density coefficient of the battery. Among them, V bat This indicates the volume of the battery in a pure electric vehicle;

[0098] k 24 This indicates the self-discharge coefficient of the battery. Where C0 represents the initial charge of the pure electric vehicle battery at time t0, and C1 represents the remaining charge of the pure electric vehicle battery at time t1.

[0099] k 25k represents the chemical composition coefficient of the battery. When the battery of a pure electric vehicle is a lithium-ion battery, k 25 =1.2, in other cases, k 25 =1.0;

[0100] S2.3 Calculate the driver's operation impact factor K3 according to the following formula.

[0101]

[0102] Where w4 and w5 represent weighting coefficients;

[0103] k 31 This represents the driving style coefficient, the value of which depends on the driver's driving style. When the driver's driving style is conservative, k... 31 =1.2, when the driver's driving style is aggressive, k 31 =0.8, in other cases, k 31 =1.0;

[0104] k 32 k represents the driver's psychological burden coefficient. 32 =x1C 32 +x2T 32 +x3R 32 +x4E 32 0 <k 32 ≤1, where x1, x2, x3, and x4 represent weighting coefficients, C 32 This represents the complexity of the driving task, and its value depends on the complexity of the driving environment, traffic conditions, and road conditions during driver braking. The higher the complexity, the higher the value of C. 32 The larger the value of T, the better. 32 This indicates the urgency of the driving time, and its value depends on the time it takes for the driver to safely complete braking. The shorter the time, the higher the urgency of T. 32 The larger the value of R, the better. 32 R represents the driver's risk perception level, and its value depends on the driver's perception of the surrounding environment and potential risks. The more risks the driver perceives, the higher the R value. 32 The larger the value of E, the better. 32 E represents the driver's level of negative emotions; its value depends on the driver's emotional state. The more negative emotions the driver experiences, the higher the E value. 32 The larger the value;

[0105] k 33 k represents the driver's physiological workload coefficient. 33 =y1H 33 +y2E 33 +y3B 33 +y4D 33 0 <k 33≤1, where y1, y2, y3, and y4 represent weighting coefficients, and H 33 This represents the driver's heart rate parameter, the value of which depends on the driver's heart rate; the higher the driver's heart rate, the higher the H value. 33 The larger the value of E, the better. 33 This represents the driver's skin resistance parameter, the value of which depends on the driver's skin resistance; the higher the driver's skin resistance, the higher the E value. 33 The larger the value of B, the better. 33 This parameter represents the driver's breathing rate; its value depends on the driver's breathing rate. The faster the breathing rate, the higher the B... 33 The larger the value of D, the better. 33 This represents the driver's muscle delay parameter, the value of which depends on the driver's muscle delay time; the longer the delay time, the higher the value of D. 33 The larger the value;

[0106] k 34 This represents the driving mode coefficient, whose value depends on the driving mode selected by the driver. When the driver selects the economy mode, k... 34 =1.2, when the driver selects the standard driving mode, k 34 =1.0, when the driver selects Sport mode, k 34 =0.8;

[0107] S2.4 Calculate the road impact factor K4 according to the following formula.

[0108]

[0109] Where w6 and w7 represent weighting coefficients;

[0110] k 41 Indicates the road gradient coefficient. H and L represent the vertical and horizontal distances between two points on the road, respectively;

[0111] k 42 k represents the traffic congestion coefficient. 42 =z1T 42 +z2C 42 +z3R 42 0 <k 33 ≤1, where z1, z2, and z3 represent weighting coefficients. T 42 This indicates the parameter representing the vehicle speed being hindered, where v represents the vehicle's speed. 42 This indicates the speed limit for vehicles on this section of road. C 42 The time-impeded parameter, t r t represents the actual driving time of the driver on that road segment.d Represents the ideal driving time of the driver on this section of the road, R 42 Represents the road capacity utilization rate, n r Represents the actual traffic flow on this section of the road, n m Represents the rated traffic flow on this section of the road;

[0112] k 43 Represents the road curvature coefficient, where, g represents the acceleration due to gravity, φ represents the road surface adhesion coefficient, ρ represents the road curvature, and v represents the driving speed of the vehicle;

[0113] k 44 Represents the road type coefficient, and its value depends on the road type on which the vehicle travels. When the driving road is an urban road, k 44 = 1.2. When the driving road is a highway, k 44 = 0.8. In other cases, k 44 = 1.0;

[0114] S3. Calculate the regenerative braking impact factor K according to the following formula,

[0115]

[0116] where, α1, α2, α3 are the weighted values calculated for individual indicators.

[0117] The braking force distribution module is used to adaptively adjust the proportion of regenerative braking during braking according to the regenerative braking impact factor K calculated by the regenerative braking impact factor calculation module;

[0118] The braking force distribution module includes a first braking distribution mode, a second braking distribution mode, and a third braking distribution mode. Among them, the proportion of regenerative braking force in the total braking force in the first braking distribution mode is the smallest, the proportion of regenerative braking force in the total braking force in the second braking distribution mode is the second, and the proportion of regenerative braking force in the total braking force in the third braking distribution mode is the largest. The selection of the braking distribution mode is described by introducing a first type of decision threshold ζ1 and a second type of decision threshold ζ2. Among them, 0 < ζ1 < ζ2 < 1; The braking force distribution module includes that when the vehicle simultaneously satisfies 0 < K < ζ1 and F remax < F b When, the braking force distribution module will execute the first braking distribution mode, and the regenerative braking force F re and the frictional braking force F fr Satisfy:

[0119]

[0120] F fr = F b - Fre

[0121] Among them, F remax F represents the maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions. b This indicates the total braking force of a pure electric vehicle.

[0122] The braking force distribution module includes a function that allows the vehicle to simultaneously satisfy ζ1≤K<ζ2 and F remax <F b At that time, the brake force distribution module will execute the second brake distribution mode, and the vehicle's regenerative braking force F re and friction braking force F fr satisfy:

[0123]

[0124] F fr =F b -F re

[0125] Among them, F remax F represents the maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions. b This indicates the total braking force of a pure electric vehicle.

[0126] The braking force distribution module includes a function that allows the vehicle to simultaneously satisfy ζ2≤K<1 and F remax <F b At that time, the brake force distribution module will execute the third brake distribution mode, and the vehicle's regenerative braking force F re and friction braking force F fr satisfy:

[0127]

[0128] F fr =F b -F re

[0129] When the vehicle meets F remax ≥F b At that time, the vehicle's regenerative braking force F re and friction braking force F fr satisfy:

[0130] F re =F b

[0131] F fr =0

[0132] Among them, F remax F represents the maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions.b This indicates the total braking force of a pure electric vehicle.

[0133] The regenerative braking feedback module includes a regenerative braking evaluation index calculation module and a regenerative braking ratio adjustment module.

[0134] The regenerative braking evaluation index calculation module is used to calculate the regenerative braking evaluation index P.

[0135]

[0136] in, This represents the actual average braking deceleration during vehicle operation. This represents the ideal average braking deceleration during vehicle operation. η represents the actual regenerative braking efficiency of the vehicle, E re E represents the braking energy recovered during actual braking. fr This represents the energy not recovered during actual braking. η d E represents the ideal regenerative braking efficiency of a vehicle. red E represents the braking energy recovered during ideal braking. frd This represents the energy not recovered during ideal braking.

[0137] The regenerative braking ratio adjustment module includes the following: when P≤0.1, the vehicle will continue to operate in its original state.

[0138] When satisfied At that time, the vehicle continuously updates the K value to adjust the proportion of regenerative braking until P ≤ 0.1. The update method is: K update,j =1.05K;

[0139] When satisfied At that time, the vehicle continuously updates the K value to adjust the proportion of regenerative braking until P ≤ 0.1. The update method is: K update,j =0.95K;

[0140] Among them, K update,j The updated regenerative braking influence factor K will continuously participate in the adjustment, replacing the previous regenerative braking influence factor K. j represents the number of times the K value is updated. Before the vehicle starts a new round of braking, the j value will be recalibrated to 0. Subsequently, the j value will be incremented by one every time the K value is updated.

[0141] The safety protection module is used to deactivate the regenerative braking control system based on a pure electric vehicle, where all the braking force required by the pure electric vehicle is provided by friction braking.

[0142] The system will immediately execute the security module when any of the following conditions are met:

[0143] A. Regenerative braking influence factor K = 0;

[0144] B. The evaluation index for regenerative braking is P>0.3;

[0145] C, the number of times the K value is updated is j = 21.

Claims

1. A regenerative braking control system based on a pure electric vehicle, characterized in that, Includes the following: Driving information acquisition module, regenerative braking influencing factor calculation module, braking force distribution module, regenerative braking feedback module, and safety assurance module; The driving information acquisition module is used to obtain basic information about the vehicle during driving, including the total mass of the pure electric vehicle. Braking deceleration of pure electric vehicles The driving speed of pure electric vehicles The minimum speed at which a pure electric vehicle can perform regenerative braking. The current remaining charge of the battery in a pure electric vehicle outdoor temperature The coefficient of friction of the road surface when the vehicle is in motion Braking strength of pure electric vehicles Years of use of batteries in pure electric vehicles The current capacity of a fully charged pure electric vehicle battery The original pure electric vehicle battery's capacity when fully charged The volume of pure electric vehicle batteries pure electric vehicle batteries Initial charge at time pure electric vehicle batteries Remaining battery power at any given time Road curvature The maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions. ; The regenerative braking impact factor calculation module is used to collect various data and calculate the corresponding impact factors, including: S1. Establish a braking deceleration model for the vehicle during braking. The total braking force of a pure electric vehicle satisfies the following formula: in, This indicates the total mass of a pure electric vehicle. This indicates the braking deceleration of a pure electric vehicle during braking. S2. Calculate the sub-factors affecting the proportion of regenerative braking according to the following formulas, including: S2.1 Calculate the regenerative braking participation factor according to the following formula. , in, This represents the speed coefficient of a pure electric vehicle, and its value depends on the speed of the pure electric vehicle. ,when hour, ,when hour, ,in, This represents the minimum speed at which a pure electric vehicle can perform regenerative braking, and its value is [value missing]. The value can be determined based on the actual condition of the vehicle. Represents the battery's state of charge coefficient, when hour, ,when hour, ,in, This indicates the current remaining battery power of a pure electric vehicle. This indicates the battery level of a current pure electric vehicle when fully charged. This represents the extreme temperature coefficient, the value of which depends on the outdoor temperature. ,when hour, In other cases, ; This represents the road surface adhesion coefficient, the value of which depends on the road surface adhesion coefficient when the vehicle is in motion. ,when hour, In other cases, ; This represents the braking strength coefficient of a vehicle, and its value depends on the vehicle's braking strength. ,when hour, ,when At that time, to ensure vehicle braking safety, the vehicle only uses friction braking. ; S2.2 Calculate the battery state factor according to the following formula. , in, , and Indicates the weighting coefficient; This represents the battery life coefficient, the value of which depends on the number of years the battery in the pure electric vehicle has been in use. The unit is year. hour, ,when hour, ; Indicates the battery health status coefficient. ,in, This indicates the battery capacity of a current pure electric vehicle when fully charged. This indicates the battery capacity of a pure electric vehicle when fully charged. This represents the energy density coefficient of the battery. ,in, This indicates the volume of the battery in a pure electric vehicle; This indicates the self-discharge coefficient of the battery. ,in, Indicates the battery of pure electric vehicles Initial charge at time of moment Indicates the battery of pure electric vehicles The remaining battery power at any given time; This indicates the chemical composition coefficient of the battery. When the battery of a pure electric vehicle is a lithium-ion battery, In other cases, ; S2.3 Calculate the driver operation impact factor according to the following formula. , in, and Indicates the weighting coefficient; This represents the driving style coefficient, the value of which depends on the driver's driving style. When the driver's driving style is conservative, When the driver's driving style is aggressive, In other cases, ; This represents the driver's psychological burden coefficient. ,in, Indicates the weighting coefficient. This represents the complexity of the driving task, and its value depends on the complexity of the driving environment, traffic conditions, and road conditions during driver braking. Higher complexity results in higher performance. The larger the value, This indicates the urgency of the driving time; its value depends on the time it takes for the driver to safely complete braking. The shorter the time, the higher the urgency. The larger the value, This represents the driver's risk perception level, and its value depends on the driver's level of awareness of the surrounding environment and potential risks. The more risks the driver perceives, the higher the risk level. The larger the value of , the better. This indicates the driver's level of negative emotions; its value depends on the driver's emotional state. The more negative emotions the driver experiences, the higher the score. The larger the value; This represents the driver's physiological workload coefficient. ,in, Indicates the weighting coefficient. This parameter represents the driver's heart rate; its value depends on the driver's heart rate. The higher the driver's heart rate, the better. The larger the value, This represents the driver's skin resistance parameter, the value of which depends on the driver's skin resistance; the higher the driver's skin resistance, the better. The larger the value of , the better. This parameter represents the driver's breathing rate; its value depends on the driver's breathing rate. The faster the breathing rate, the higher the respiratory rate. The larger the value, This represents the driver's muscle delay parameter, the value of which depends on the driver's muscle delay time; the longer the delay time, the better. The larger the value; This represents the driving mode coefficient, the value of which depends on the driving mode selected by the driver. When the driver selects the Eco mode... When the driver selects the standard driving mode, When the driver selects Sport mode, ; S2.4 Calculate the road impact factor according to the following formula. , in, Indicates the weighting coefficient; Indicates the road gradient coefficient. , , and These represent the vertical distance and horizontal distance between two points on the road, respectively. Indicates the traffic congestion coefficient. ,in, Indicates the weighting coefficient. , Indicates the parameter that the vehicle speed is hindered. Indicates the vehicle's speed. This indicates the speed limit for vehicles on this section of road. , Indicates the time-impeded parameter. This indicates the actual driving time of the driver on that section of road. This indicates the ideal travel time for the driver on this section of road. , Indicates road capacity utilization rate. This indicates the actual traffic volume on that road section. This indicates the rated traffic volume for that road section; This represents the road curvature coefficient. ,in, Represents gravitational acceleration. Indicates the road surface adhesion coefficient. Indicates the curvature of the road. Indicates the vehicle's speed; This represents the road type coefficient, the value of which depends on the type of road the vehicle is traveling on. When the road is an urban road... When traveling on a highway, In other cases, ; S3. Calculate the regenerative braking influence factor according to the following formula. , in, Calculate the weighted value for each individual indicator.

2. The regenerative braking control system based on a pure electric vehicle according to claim 1, characterized in that: The braking force distribution module is used to calculate the regenerative braking influence factor based on the regenerative braking influence factor calculated by the regenerative braking influence factor calculation module. The proportion of regenerative braking during adaptive braking is adjusted. The braking force distribution module includes a first braking distribution mode, a second braking distribution mode, and a third braking distribution mode. The first braking distribution mode has the smallest proportion of regenerative braking force to total braking force, the second braking distribution mode has the second largest proportion, and the third braking distribution mode has the largest proportion. This is achieved by introducing a first type of decision threshold. Second type of decision threshold To describe the selection of the braking distribution mode, where, ; The braking force distribution module includes features that allow the vehicle to simultaneously meet certain conditions. and At that time, the brake force distribution module will execute the first brake distribution mode, and the vehicle's regenerative braking force will be... and friction braking force satisfy: in, This indicates the maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions. This indicates the total braking force of a pure electric vehicle.

3. The regenerative braking control system based on a pure electric vehicle according to claim 1, characterized in that: The braking force distribution module includes features that allow the vehicle to simultaneously meet certain conditions. and At that time, the brake force distribution module will execute the second brake distribution mode, and the vehicle's regenerative braking force will be... and friction braking force satisfy: in, This indicates the maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions. This indicates the total braking force of a pure electric vehicle.

4. A regenerative braking control system based on a pure electric vehicle according to claim 1, characterized in that: The braking force distribution module includes features that allow the vehicle to simultaneously meet certain conditions. At this time, the brake force distribution module will execute the third brake distribution mode, which will increase the vehicle's regenerative braking force. and friction braking force satisfy: When the vehicle meets At that time, the vehicle's regenerative braking force and friction braking force satisfy: in, This indicates the maximum regenerative braking force that a pure electric vehicle can generate under safe driving conditions. This indicates the total braking force of a pure electric vehicle.

5. A regenerative braking control system based on a pure electric vehicle according to claim 1, characterized in that: The regenerative braking feedback module includes a regenerative braking evaluation index calculation module and a regenerative braking ratio adjustment module. The regenerative braking evaluation index calculation module is used to calculate the regenerative braking evaluation index. , in, This represents the actual average braking deceleration during vehicle operation. This represents the ideal average braking deceleration during vehicle operation. , This indicates the vehicle's actual regenerative braking efficiency. This represents the braking energy recovered during actual braking. This represents the energy not recovered during actual braking. , This indicates the ideal regenerative braking efficiency of the vehicle. This represents the braking energy recovered during ideal braking. This represents the energy not recovered during ideal braking. The regenerative braking ratio adjustment module includes, when At that time, the vehicle will continue to operate in its original state; When satisfied At that time, the vehicles were constantly updated The value is used to adjust the proportion of regenerative braking until... The update method is as follows: ; When satisfied At that time, the vehicles were constantly updated The value is used to adjust the proportion of regenerative braking until... The update method is as follows: ; in, This indicates that the updated regenerative braking influence factor will replace the previous regenerative braking influence factor. Continuously participate in regulation, express The number of times the value is updated before the vehicle begins a new round of braking. The value will be recalibrated to The following The value is updated each time. The value is increased by one.

6. A regenerative braking control system based on a pure electric vehicle according to claim 1, characterized in that: The safety protection module is used to deactivate the regenerative braking control system based on a pure electric vehicle, where all the braking force required by the pure electric vehicle is provided by friction braking. The system will immediately execute the security module when any of the following conditions are met: Influencing factors of regenerative braking ; Regenerative braking evaluation indicators ; , Number of times the value is updated .

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