An electric vehicle regenerative braking control method, system and vehicle

Abstract

The application discloses a kind of electric vehicle energy feedback brake control method, system and vehicle, belong to electric vehicle energy feedback brake control technical field, for the electric vehicle using vacuum pump assisted hydraulic brake system, increase hand adjustment electric brake device on steering wheel and design whole vehicle energy feedback brake control strategy, can manually adjust electric brake intensity in real time by hand adjustment electric brake device, realize maximum degree recovery energy and guarantee the braking safety and comfort of vehicle.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of electric vehicle regenerative braking control, and particularly relates to an electric vehicle regenerative braking control method, system and vehicle. BACKGROUND

[0002] The statements in this section merely provide background information related to the present disclosure and do not necessarily constitute prior art.

[0003] With the continuous development of electric vehicles, people have higher requirements for its driving safety, comfort and energy saving. In addition to the hydraulic brake, the electric vehicle can also provide braking force by the driving motor through energy feedback.

[0004] At present, motor energy feedback is an important way to improve the endurance mileage of electric vehicles. In the condition of not stepping on the brake pedal, motor energy feedback has two options: energy recovery level and single pedal mode. Among them, the energy recovery level of electric braking intensity cannot be adjusted in real time according to the driver's intention. When the electric braking cannot meet the real-time deceleration demand of the driver, the driver needs to step on the brake pedal to realize the deceleration demand by electric braking and hydraulic braking. After stepping on the brake pedal, for the brake system using vacuum pump assistance or non-decoupling of brake pedal force and brake hydraulic pressure, it is impossible to distribute the hydraulic braking force and the electric braking force, that is, part of the energy that can be fully recovered by electric braking is converted into brake pad heat energy consumption, and the full capacity of electric braking cannot be realized. For the brake system using decoupling of brake pedal force and brake hydraulic pressure, the energy can be recovered to the maximum extent through the distribution of hydraulic braking force and electric braking force, but its structure, fault diagnosis and failure degradation mode are complex, and the technical barriers and costs are high. At present, the popularization degree in medium and low-end vehicles is not high. The single pedal mode can adjust the motor energy recovery intensity in real time according to the change of the accelerator pedal opening and the vehicle speed, and can meet the braking demand in most driving conditions without stepping on the brake pedal. However, due to the weak feedback of the accelerator pedal force and the complex single pedal mode energy feedback intensity calibration, the driver's operation has unclear foot feeling and poor braking linearity, which reduces the smoothness and comfort of braking, and also has certain misoperation safety hazards. SUMMARY

[0005] In order to overcome the shortcomings of the prior art, the present application provides an electric vehicle regenerative braking control method, system and vehicle. For electric vehicles using vacuum pump assisted hydraulic braking system, a hand-adjusted electric braking device is added to the steering wheel, and the vehicle regenerative braking control strategy is designed. The electric braking intensity can be manually adjusted in real time by the hand-adjusted electric braking device, so as to realize maximum energy recovery and ensure the braking safety and comfort of the vehicle.

[0006] To achieve the above object, one or more embodiments of the present application provide the following technical solutions:

[0007] In a first aspect, the present invention provides a method for controlling regenerative braking of an electric vehicle, comprising:

[0008] The vehicle controller responds to road condition commands and electric braking mode commands to obtain the current electric braking mode and current road conditions.

[0009] Based on the current electric braking mode and current road conditions, the corresponding electric braking force calibration table is called to obtain the relationship between driver operation, vehicle speed and ideal electric braking force under the current electric braking mode and current road conditions.

[0010] The current real-time vehicle speed and driver operation are obtained, and the real-time ideal electric braking force is calculated based on the relationship.

[0011] Among them, the current electric braking mode is at least one of the electric braking modes. The electric braking mode retains the energy recovery level mode and the single pedal mode, and adds a manual adjustment mode. The electric braking force of the manual adjustment mode is calibrated according to the pressing stroke and the vehicle speed. The electric braking force increases as the pressing stroke increases.

[0012] In a further technical solution, the manual adjustment mode is achieved using a manual adjustment electric braking device.

[0013] In a further technical solution, the manually adjustable electric brake device is equipped with a suitable pressing stroke and force feedback, and outputs a pressing stroke signal to the vehicle controller.

[0014] A further technical solution is that the electric braking modes include energy recovery level mode, single-pedal mode and manual adjustment mode, and different electric braking calibration data are set for each electric braking mode to correspond to different road conditions.

[0015] A further technical solution is to take the larger value of the two modes when the current electric braking mode is either energy recovery level mode or manual adjustment mode.

[0016] Further technical solutions, however, limit the actual maximum electric braking force to the real-time battery recovery capability and the real-time motor energy feeding capability.

[0017] A further technical solution is that when the ideal electric braking force is greater than the actual maximum electric braking force, the vehicle controller requests the actual electric braking force according to the maximum electric braking force allowed by the battery or motor.

[0018] A further technical solution involves connecting the motor to a high-power heating resistor to directly convert electrical energy into heat energy when the battery recycling capacity cannot meet the driver's actual electric braking needs.

[0019] In a second aspect, the present invention provides an electric vehicle regenerative braking control system, comprising:

[0020] Road condition and mode selection module: The vehicle controller responds to road condition commands and electric braking mode commands to obtain the current electric braking mode and current road conditions;

[0021] Braking Relationship Module: Based on the current electric braking mode and current road conditions, the corresponding electric braking force calibration table is called to obtain the relationship between driver operation, vehicle speed and ideal electric braking force under the current electric braking mode and current road conditions;

[0022] Braking force calculation module: acquires the current real-time vehicle speed and driver operation, and calculates the real-time ideal electric braking force based on the relationship;

[0023] Among them, the current electric braking mode is at least one of the electric braking modes. The electric braking mode retains the energy recovery level mode and the single pedal mode, and adds a manual adjustment mode. The electric braking force of the manual adjustment mode is calibrated according to the pressing stroke and the vehicle speed. The electric braking force increases as the pressing stroke increases.

[0024] Thirdly, the present invention provides an electric vehicle, including the electric vehicle regenerative braking control system described in the second aspect.

[0025] The above one or more technical solutions have the following beneficial effects:

[0026] This invention adds a manual adjustment mode to the existing vacuum pump-assisted hydraulic braking system of electric vehicles by adding a manual adjustment electric braking device to the steering wheel. The manual adjustment electric braking device is operated by pressing with the thumb, and its electric braking intensity is calibrated according to the pressing stroke and vehicle speed. The electric braking intensity can be manually adjusted in real time via a button, avoiding the conversion of energy recovered by electric braking into heat energy, achieving maximum energy recovery and ensuring the braking safety and comfort of the vehicle.

[0027] This invention sets different electric braking calibration data in energy recovery level mode, single-pedal mode and manual adjustment mode to correspond to different road conditions, so as to maximize the electric braking capacity, while avoiding the problem of electric braking intensity not matching the actual road conditions on low-friction surfaces, and the problem of tire slippage due to excessive electric braking intensity, which reduces driving safety. This improves the drivability and safety of electric braking under different road conditions.

[0028] This invention directly converts electrical energy into heat energy by connecting a high-power heating resistor when the battery cannot serve as a charging load. This solves the problem that when the battery has a high charge level and cannot meet the charging requirements for electric braking, it is necessary to apply the brake pedal to increase hydraulic braking force in order to meet the braking requirements.

[0029] Compared with the decoupled drive-by-wire electromechanical servo-assisted braking system, this invention has the advantages of simple structure, easy implementation, and reduced cost, and can be widely promoted. Attached Figure Description

[0030] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0031] Figure 1 This is a flowchart of a method according to an embodiment of the present invention. Detailed Implementation

[0032] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0033] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0034] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0035] It should be understood that although the following description mainly focuses on the application of locomotive-related materials, the embodiments of this disclosure are not limited to this, and are also applicable to material data extraction for quota analysis in other fields, including material quota analysis of components or equipment in light and heavy industries.

[0036] Definitions:

[0037] In electric vehicles, regenerative braking, or more commonly known as electric motor regenerative braking, refers to the process where, during braking or deceleration, the motor's operating state changes from motoring to generating, converting the vehicle's kinetic energy into electrical energy and storing it. Specifically, when an electric vehicle decelerates or brakes, the motor no longer acts as a drive source but rather as a generator. In this process, the motor's rotor magnetic field cuts the stator windings, generating a back electromotive force (EMF) that induces a current that is fed back to the power source. This process converts the vehicle's kinetic energy into electrical energy.

[0038] The Vehicle Control Unit (VCU) is the core control unit in an electric vehicle, also known as the vehicle controller or vehicle control unit. Its main function is to collect vehicle information and driver intentions, and control the vehicle's operation based on this information, including the starting, running, forward and reverse movement, speed, and stopping of the electric motor, as well as the operation of other electronic devices.

[0039] Energy recovery level refers to the recovery of kinetic energy when an electric vehicle coasts without applying the brakes after releasing the accelerator. This means converting kinetic energy into electrical energy for storage. The intensity can be selected by the driver on the large screen. The energy recovery level is generally divided into three levels: weak, medium, and strong.

[0040] One-pedal driving mode, also known as "One-Pedal Driving" (OPD), is a driving mode in electric vehicles. In this mode, the driver can control the vehicle's acceleration, deceleration, and stopping using a single accelerator pedal. Specifically, when the accelerator pedal is pressed, the vehicle accelerates forward; as the accelerator pedal is gradually released, the vehicle begins to decelerate and brake, with the braking force increasing linearly with the degree to which the accelerator pedal is released.

[0041] ABS, short for Anti-lock Braking System, is a vehicle safety control system that automatically controls the braking force of the brakes during braking to prevent wheel lock-up, allowing the vehicle to maintain steering stability while braking and preventing skidding and veering.

[0042] Example 1

[0043] See appendix Figure 1 As shown, this embodiment discloses a method for controlling regenerative braking of an electric vehicle, including the following steps:

[0044] The vehicle controller responds to road condition commands and electric braking mode commands to obtain the current electric braking mode and current road conditions.

[0045] Based on the current electric braking mode and current road conditions, the corresponding electric braking force calibration table is called to obtain the relationship between driver operation, vehicle speed and ideal electric braking force under the current electric braking mode and current road conditions.

[0046] The current real-time vehicle speed and driver operation are obtained, and the real-time ideal electric braking force is calculated based on the relationship.

[0047] Among them, the current electric braking mode is at least one of the electric braking modes. The electric braking mode retains the energy recovery level mode and the single pedal mode, and adds a manual adjustment mode. The electric braking force of the manual adjustment mode is calibrated according to the pressing stroke and the vehicle speed. The electric braking force increases as the pressing stroke increases.

[0048] In this embodiment, the electric braking still retains the energy recovery level and single-pedal modes, and adds a manual adjustment mode. At the same time, considering that the maximum braking force that can be provided on low-friction surfaces such as ice and snow is much smaller than that on ordinary surfaces, in order to avoid the electric braking intensity (electric braking force) on low-friction surfaces not matching the actual road conditions, resulting in a very narrow range of driver operability such as accelerator depth and pressing stroke corresponding to the effective calibration data, and the problem that excessive electric braking intensity can cause tire slippage and reduce driving safety, this embodiment proposes to add road condition selection in addition to providing electric braking mode selection, that is, to calibrate the electric braking intensity according to the selected road conditions and electric braking mode.

[0049] In some implementations, there are nine electric braking force calibration tables for three electric braking modes (energy recovery level, single-pedal mode, and manual adjustment mode) and three road condition combinations (dry asphalt road, wet asphalt road, and icy / snowy road).

[0050] In this embodiment, the vehicle control screen is equipped with function switches for three electric braking modes and multiple road conditions. The driver selects the corresponding electric braking mode and road condition function switch and sends road condition commands and electric braking mode commands to the vehicle controller.

[0051] In this embodiment, the manual adjustment mode is achieved using a manual adjustable electric brake device. Designed for electric vehicles using a vacuum pump-assisted hydraulic braking system, this embodiment allows the electric vehicle to fully utilize the existing vacuum pump-assisted hydraulic braking system, with a manual adjustable electric brake device added to its steering wheel. The manual adjustable electric brake device is operated by pressing with the thumb, and it has a suitable pressing stroke and appropriate force feedback.

[0052] Specifically, in some embodiments, the manually adjustable electric brake can be simply set using a linear spring. In some embodiments, the manually adjustable electric brake can also use an adjustable force simulator.

[0053] Specifically, to facilitate thumb operation when holding the steering wheel, the hand-adjustable electric brake device can be a button device, which should be installed in the right center control area of ​​the steering wheel (suitable for arrangement alongside the roller), and has a certain tilt angle.

[0054] Specifically, the manually adjustable electric brake device outputs a pressing travel signal to the vehicle control unit (VCU) via a hard wire or after processing through the CAN bus. From a functional safety perspective, it should also have a pressing pressure signal or a pressing switch signal for VCU diagnostics. In addition, the device should have an availability indicator light that illuminates red, yellow, or green according to VCU commands.

[0055] In this embodiment, the electric braking mode of the electric vehicle retains the energy recovery level mode and the one-pedal mode, and adds a manual adjustment mode. All three modes are equipped with function switches for selection by the driver. The energy recovery level mode also has a level selection. In addition to being switched on and off individually, the energy recovery level mode and the manual adjustment mode can also be used in combination.

[0056] Specifically, the energy recovery level mode and the manual adjustment mode can be turned on simultaneously on the control screen and used in combination; when the single pedal mode is turned on, the energy recovery level mode and the manual adjustment mode will automatically turn off.

[0057] Specifically, the energy recovery level-based electric braking intensity (electric braking force) is calibrated based on the selected level and vehicle speed; the single-pedal mode electric braking intensity is calibrated based on the accelerator pedal depth and vehicle speed; and the manual adjustment mode electric braking intensity is calibrated based on the pedal travel and vehicle speed. For dual-motor electric vehicles, the front and rear axle braking force can also be distributed based on the electric braking intensity.

[0058] Specifically, the upper limit of the electric braking intensity in the three modes of energy recovery level, single-pedal mode and manual adjustment mode is determined by testing and calibrating the maximum braking force available on the road surface for the specific vehicle model, the maximum recovery capacity of the non-high-charge battery, and the maximum energy feeding capacity of the non-low-speed motor. The actual maximum electric braking force is ultimately limited by the real-time recovery capacity of the battery and the real-time energy feeding capacity of the motor.

[0059] Since the maximum braking force provided by low-friction surfaces such as ice and snow is much smaller than that of ordinary roads, in order to maximize the electric braking capability and avoid the problem of the electric braking intensity on low-friction surfaces not matching the actual road conditions, resulting in a narrow range of driver operability such as accelerator depth and pressing stroke, leading to poor driving operability, and the problem of excessive electric braking intensity causing tire slippage and reducing driving safety, this embodiment sets different electric braking calibration data for each electric braking mode to correspond to different road conditions. The driver can select according to different road conditions to improve the drivability and safety of electric braking under different road conditions.

[0060] To address the issue that when the battery is too high to meet the charging requirements for electric braking, additional hydraulic braking force needs to be applied by pressing the brake pedal, this embodiment proposes a potential innovative technology: when the battery cannot serve as a charging load, electrical energy can be directly converted into heat energy by connecting a high-power heating resistor to the motor.

[0061] Specifically, it is known that the braking force provided by the road surface and the frictional force of the brake caliper are interaction forces, and the frictional force of the brake caliper is converted into heat energy. For motor-assisted braking, the braking force from the road surface and the motor force are interaction forces, and the motor force is converted into electrical energy through electromagnetic induction. Therefore, when the battery cannot serve as a charging load, electrical energy can be directly converted into heat energy by connecting a high-power heating resistor. In this way, braking needs under most driving conditions can be met by motor braking, with hydraulic braking serving as a backup. The brake pedal only needs to be pressed when high braking force is required for emergency braking. At the same time, this design also increases braking safety redundancy in the event of battery charging failure or hydraulic braking failure.

[0062] In this embodiment, different electric braking calibration data are set for each electric braking mode to correspond to different road conditions. The driver selects the appropriate mode based on the road conditions to improve the drivability and safety of the electric braking under different road conditions. The electric braking intensity design for the energy recovery level mode, single-pedal mode, and manual adjustment mode under different road conditions in this embodiment is as follows:

[0063] For specific vehicle models, under dry asphalt road conditions, with the battery charge between 10% and 80% (test points determined as needed, e.g., 5% intervals per test point) and vehicle speed between 8 and 120 km / h (test points determined as needed, e.g., 4 km / h intervals per test point), and temperature between -20 and 45°C (test points determined as needed, e.g., 5°C intervals per test point), and while ensuring braking stability, the maximum achievable braking force of the electric brakes is calculated. A weighted average maximum electric braking force is obtained by applying a weighting coefficient (the weighting coefficient is determined based on the probability of use under each operating condition; the higher the probability of use, the larger the weighting coefficient; the purpose of weighting is to maximize the electric braking capability). For dual-motor models, the weighted average maximum electric braking force of the front and rear motors is also obtained based on the optimal braking force distribution coefficient. The weighted average maximum electric braking force under wet asphalt and icy / snowy road conditions can be obtained similarly.

[0064] The optimal power distribution coefficient is not a fixed value; it depends on various factors such as vehicle type, driving conditions, driver style and preferences, battery status, and road conditions. In electric vehicles, the power distribution coefficient typically refers to the power distribution ratio between the front and rear axles or between different motors. Automakers and engineers usually conduct extensive testing and analysis, including using advanced simulation software and real-world road tests. These tests consider various driving conditions and vehicle states to find the power distribution coefficient that provides optimal performance under all circumstances. In this embodiment, the optimal power distribution coefficient is determined using existing testing methods, which will not be elaborated further here.

[0065] As mentioned above, the electric braking force of the energy recovery level is calibrated according to the selected level and vehicle speed. The higher the level, the greater the electric braking force. The electric braking force of the single-pedal mode is calibrated according to the accelerator pedal depth and vehicle speed. The electric braking force of the manual adjustment mode is calibrated according to the pressing stroke and vehicle speed. The electric braking force increases with the increase of the pressing stroke.

[0066] When the vehicle speed approaches the creep speed of 8 km / h, the electric braking force in all three electric braking modes gradually decreases to smoothly exit electric braking and enter creep mode. The upper limit of the electric braking force for the three electric braking modes under different road conditions is based on the weighted average maximum electric braking force measured on the actual vehicle under various road conditions. On dry asphalt roads, the electric braking force calibration tables for the energy recovery level mode, single-pedal mode, and manual adjustment mode are shown in Tables 1, 2, and 3 below, where a ij Indicates level j Vehicle speed v i Electric braking force, b mn Indicates the depth of the accelerator pedal. n Vehicle speed v m Electric braking force, c pq This indicates the press stroke (pct). q Vehicle speed v p Electric braking force. The calibration tables for the electric braking force of the three electric braking modes under other road conditions are obtained similarly.

[0067] Table 1

[0068]

[0069] Table 2

[0070]

[0071] Table 3

[0072]

[0073]

[0074] The vehicle electric braking working strategy is designed as follows in this embodiment:

[0075] The electric braking mode and road conditions are selected and set by the driver. When selecting the energy recovery level mode, the level also needs to be set. In addition to being able to be turned on and off individually, the energy recovery level mode and the manual adjustment mode can also be used in combination.

[0076] The VCU responds to road condition commands and electric braking mode commands to obtain the current electric braking mode and current road conditions. Based on these, the VCU calls the corresponding electric braking force calibration table to calculate the ideal electric braking force. When both energy recovery level and manual adjustment modes are activated simultaneously, the ideal electric braking force is the larger value between the two modes. After calculating the ideal electric braking force, the VCU sends the electric braking force command to the electric braking system to implement electric braking.

[0077] During electric braking, the actual electric braking force is limited by the battery's regenerative braking capacity and the motor's power generation capacity. The VCU receives the real-time maximum charging power and maximum power generation power from the battery and motor, and calculates the corresponding maximum electric braking force.

[0078] When the ideal electric braking force calculated by the VCU is greater than the maximum electric braking force allowed by the battery or motor, that is, when the actual electric braking capacity cannot meet the driver's actual electric braking needs, the VCU requests the actual electric braking force according to the maximum electric braking force allowed by the battery or motor (whichever is smaller).

[0079] To anticipate situations where the actual electric braking capacity cannot meet the driver's actual electric braking needs, when the ratio K of the maximum allowable electric braking force of the battery or motor (whichever is smaller) to the weighted average maximum electric braking force measured by the actual vehicle under various road conditions is less than 80% (this value is calibrated according to requirements), the electric braking and manual adjustment status indicator lights are red; when K is in the range of 80-100%, the indicator lights are yellow; and normally, they are green.

[0080] Furthermore, addressing the issue that battery regeneration capacity cannot meet the driver's actual electric braking needs (often occurring when the battery is at high charge or in extremely low / high temperatures), requiring additional braking force from the brake pedal, this embodiment proposes a potential innovative technology: adding a high-power heating resistor as an additional charging load. This resistor carries the excess power generated by the motor when the battery cannot fully regenerate it. In this way, braking needs under most driving conditions can be met by electric braking, with hydraulic braking serving as a backup. The brake pedal is only required for emergency braking with high braking force. This design also increases braking safety redundancy in the event of battery charging failure or hydraulic braking failure.

[0081] When using electric braking, if the brake pedal is pressed, the total braking force is the sum of the electric braking force and the hydraulic braking force. If wheel lock-up occurs during braking, the ABS system will actively adjust, and the electric braking will gradually disengage. When the vehicle speed drops below a certain value (generally 8 km / h), the electric braking will disengage, and the vehicle will enter creep mode, meaning that the foot brake will be required to bring the vehicle to a final stop.

[0082] Example 2

[0083] This embodiment provides an electric vehicle regenerative braking control system, including:

[0084] Road condition and mode selection module: The vehicle controller responds to road condition commands and electric braking mode commands to obtain the current electric braking mode and current road conditions;

[0085] Braking Relationship Module: Based on the current electric braking mode and current road conditions, the corresponding electric braking force calibration table is called to obtain the relationship between driver operation, vehicle speed and ideal electric braking force under the current electric braking mode and current road conditions;

[0086] Braking force calculation module: acquires the current real-time vehicle speed and driver operation, and calculates the real-time ideal electric braking force based on the relationship;

[0087] Among them, the current electric braking mode is at least one of the electric braking modes. The electric braking mode retains the energy recovery level mode and the single pedal mode, and adds a manual adjustment mode. The electric braking force of the manual adjustment mode is calibrated according to the pressing stroke and the vehicle speed. The electric braking force increases as the pressing stroke increases.

[0088] Example 3

[0089] This embodiment provides an electric vehicle, including the electric vehicle regenerative braking control system described in Embodiment 2.

[0090] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0091] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0092] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A method for controlling regenerative braking of an electric vehicle, characterized in that, include: The vehicle controller responds to road condition commands and electric braking mode commands to obtain the current electric braking mode and current road conditions. Based on the current electric braking mode and current road conditions, the corresponding electric braking force calibration table is called to obtain the relationship between driver operation, vehicle speed and ideal electric braking force under the current electric braking mode and current road conditions. Multiple electric braking force calibration tables are obtained by combining energy recovery level, single pedal mode, manual adjustment mode, dry asphalt road surface, wet asphalt road surface and icy and snowy road surface. Different electric braking calibration data are set for each electric braking mode to correspond to different road conditions, and the driver can select according to different road conditions. The system acquires the current real-time vehicle speed and driver input, and calculates the real-time ideal electric braking force based on the relationship. After obtaining the ideal electric braking force, the system sends the command to the electric braking system to achieve electric braking. During electric braking, the actual maximum electric braking force is limited by the real-time recovery capability of the battery and the real-time energy feeding capability of the motor. The vehicle controller receives the real-time maximum charging power and maximum generating power sent by the battery and motor, and calculates the corresponding maximum electric braking force. When the ideal electric braking force is greater than the actual maximum electric braking force, the vehicle controller requests the actual electric braking force according to the maximum electric braking force allowed by the battery or motor. When the ratio K of the maximum electric braking force allowed by the battery or motor to the weighted average maximum electric braking force measured by the actual vehicle under various road conditions is less than 80%, the status indicator light of the energy recovery level mode and manual adjustment mode is red. When the ratio K is in the range of 80-100%, the indicator light is yellow, and normally it is green. Among them, the current electric braking mode is at least one of the electric braking modes. The electric braking mode retains the energy recovery level mode and the single pedal mode, and adds a manual adjustment mode. The electric braking force of the manual adjustment mode is calibrated according to the pressing stroke and the vehicle speed. The electric braking force increases with the increase of the pressing stroke. When the battery recycling capacity cannot meet the driver's actual electric braking needs, the motor is connected to a high-power heating resistor to directly convert electrical energy into heat energy.

2. The electric vehicle regenerative braking control method as described in claim 1, characterized in that, The manual adjustment mode is achieved using a manual electric braking device.

3. The electric vehicle regenerative braking control method as described in claim 2, characterized in that, The manually adjustable electric brake device is equipped with a suitable pressing stroke and force feedback, and outputs a pressing stroke signal to the vehicle controller.

4. The electric vehicle regenerative braking control method as described in claim 1, characterized in that, When the current electric braking mode is either energy recovery level mode or manual adjustment mode, the ideal electric braking force is the larger value of the two modes.

5. An electric vehicle regenerative braking control system, employing the electric vehicle regenerative braking control method as described in any one of claims 1-4, characterized in that, include: Road condition and mode selection module: The vehicle controller responds to road condition commands and electric braking mode commands to obtain the current electric braking mode and current road conditions; Braking Relationship Module: Based on the current electric braking mode and current road conditions, the corresponding electric braking force calibration table is called to obtain the relationship between driver operation, vehicle speed and ideal electric braking force under the current electric braking mode and current road conditions; Braking force calculation module: acquires the current real-time vehicle speed and driver operation, and calculates the real-time ideal electric braking force based on the relationship; Among them, the current electric braking mode is at least one of the electric braking modes. The electric braking mode retains the energy recovery level mode and the single pedal mode, and adds a manual adjustment mode. The electric braking force of the manual adjustment mode is calibrated according to the pressing stroke and the vehicle speed. The electric braking force increases as the pressing stroke increases.

6. An electric vehicle, characterized in that, Including the electric vehicle regenerative braking control system as described in claim 5.

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