Intelligent regenerative braking method and device for vehicle

Abstract

The invention discloses an intelligent regenerative braking method and device for a vehicle, and the method comprises the steps: receiving the load information of the vehicle and the real-time slope information of a road surface under a preset working condition of the vehicle; according to the load information and the real-time gradient information, a corresponding regenerative braking torque MAP is determined, and in the regenerative braking torque MAP, regenerative braking torque depends on brake pedal opening degree information and vehicle speed information; if the brake pedal signal is received, real-time vehicle speed information is received; and according to the real-time brake pedal opening degree information and the real-time vehicle speed information, the regenerative braking torque MAP is inquired, and the expected regenerative braking torque is determined. The regenerative braking torque MAP is determined according to the load and the real-time gradient of the vehicle, and the expected regenerative braking torque is determined according to the real-time brake pedal opening information and the real-time vehicle speed information, so that the regenerative braking energy recovery potential of the vehicle is excavated, and the energy consumption of the whole vehicle is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of regenerative braking, and more specifically, to an intelligent regenerative braking method and device for a vehicle. Background Art

[0002] During the deceleration process of a vehicle, regenerative braking transfers the kinetic energy of the vehicle's motion to the motor, causing it to rotate and generate electricity. The motor converts the vehicle's kinetic energy into electrical energy and sends it to the power battery for storage. Regenerative braking not only reduces the need for friction braking but also improves the energy utilization rate of pure electric vehicles. The recovered braking energy can be used as driving energy, increasing the driving range of pure electric vehicles. Especially in urban driving conditions, the energy consumed by frequent braking and starting can even exceed 50% of the total driving energy. During the braking process of a pure electric vehicle, affected by rolling resistance, air resistance, gradient resistance, and combined braking force, through vehicle dynamics analysis, the control strategy can be optimized to improve the braking energy recovery efficiency. The ideal regenerative braking strategy is to recover as much braking energy as possible while ensuring braking stability and safety.

[0003] However, most existing regenerative braking solutions only consider factors such as vehicle speed and battery SOC (State of Charge). However, when the vehicle brakes under different loads and gradients, the recoverable energy is different. Existing regenerative braking solutions cannot tap the potential of the vehicle's regenerative braking energy recovery, resulting in relatively high overall vehicle energy consumption.

[0004] On the other hand, existing regenerative braking solutions have only one or a few energy recovery curves, making the switching of the vehicle's regenerative braking strategy uneven, resulting in fluctuating braking intensity and poor driving experience.

[0005] Furthermore, existing regenerative braking solutions do not consider the influence of road surface friction coefficient on the distribution relationship between regenerative braking and mechanical braking, which may cause the vehicle to slip during braking and reduce the braking safety factor. Summary of the Invention

[0006] The present application provides an intelligent regenerative braking method and device for a vehicle. By determining the regenerative braking torque MAP diagram based on the vehicle's load and real-time gradient, and determining the expected regenerative braking torque according to the real-time brake pedal opening information and real-time vehicle speed information, the potential of the vehicle's regenerative braking energy recovery is tapped, reducing the overall vehicle energy consumption.

[0007] The present application provides an intelligent regenerative braking method for a vehicle, including:

[0008] Receiving the vehicle's load information and the real-time gradient information of the road surface under the preset working conditions of the vehicle;

[0009] Determine the corresponding regenerative braking torque MAP according to the load information and the real-time slope information. In the regenerative braking torque MAP, the regenerative braking torque depends on the brake pedal opening information and the vehicle speed information;

[0010] If a brake pedal signal is received, then receive the real-time vehicle speed information;

[0011] Query the regenerative braking torque MAP according to the real-time brake pedal opening information and the real-time vehicle speed information to determine the expected regenerative braking torque.

[0012] Preferably, the intelligent regenerative braking method of the vehicle further includes:

[0013] Receive the real-time deceleration information;

[0014] Judge whether the real-time deceleration information is within a preset range;

[0015] If so, calculate the real-time slip ratio of the vehicle;

[0016] If the real-time slip ratio does not meet the requirements, then adjust the front and rear axle braking torque distribution coefficient until the real-time slip ratio meets the requirements.

[0017] Preferably, if the real-time deceleration information is not within the preset range, then fine-tune the expected regenerative braking torque according to the real-time deceleration.

[0018] Preferably, the preset working condition is that the vehicle speed is greater than or equal to the preset vehicle speed and the state of charge of the battery is less than 100%.

[0019] Preferably, in the regenerative braking torque MAP, when the brake pedal opening is less than or equal to the preset opening, the expected regenerative braking torque increases with the increase of the brake pedal opening; when the brake pedal opening is greater than the preset opening, the expected regenerative braking torque decreases with the increase of the brake pedal opening, and at the same time the mechanical braking torque increases with the increase of the brake pedal opening.

[0020] Preferably, in the regenerative braking torque MAP, when the real-time vehicle speed is less than the first preset vehicle speed, the expected regenerative braking torque is zero; when the real-time vehicle speed is between the first preset vehicle speed and the second preset vehicle speed, the expected regenerative braking torque increases with the increase of the vehicle speed; when the real-time vehicle speed is greater than the third preset vehicle speed, the expected regenerative braking torque decreases with the increase of the vehicle speed;

[0021] Among them, the first preset vehicle speed is less than the second preset vehicle speed, and the second preset vehicle speed is less than the third preset vehicle speed.

[0022] Preferably, fine-tuning the expected regenerative braking torque according to the real-time deceleration specifically includes:

[0023] The working condition gears are divided according to the combination of the load level and the slope level. Among them, the greater the load, the higher the load level, and the higher the working condition gear; the greater the slope, the higher the slope level, and the higher the working condition gear.

[0024] If the real-time deceleration is less than the lower limit of the preset range, the expected regenerative braking torque is updated according to the regenerative braking torque MAP diagram of the higher-level working condition gear of the current working condition gear; if the real-time deceleration is greater than the upper limit of the preset range, the expected regenerative braking torque is updated according to the regenerative braking torque MAP diagram of the lower-level working condition gear of the current working condition gear.

[0025] The present application also provides an intelligent regenerative braking device for a vehicle, including a first receiving module, a MAP diagram determination module, a second receiving module, and a query module;

[0026] The first receiving module is used to receive the load information of the vehicle and the real-time slope information of the road surface under the preset working conditions of the vehicle.

[0027] The MAP diagram determination module is used to determine the corresponding regenerative braking torque MAP diagram according to the load information and the real-time slope information. In the regenerative braking torque MAP diagram, the regenerative braking torque depends on the brake pedal opening information and the vehicle speed information.

[0028] The second receiving module is used to receive the real-time vehicle speed information when receiving the brake pedal signal.

[0029] The query module is used to query the regenerative braking torque MAP diagram according to the real-time brake pedal opening information and the real-time vehicle speed information, and determine the expected regenerative braking torque.

[0030] Preferably, the intelligent regenerative braking device further includes a third receiving module, a first judgment module, a calculation module, and a first adjustment module:

[0031] The third receiving module is used to receive the real-time deceleration information.

[0032] The first judgment module is used to judge whether the real-time deceleration information is within the preset range.

[0033] The calculation module is used to calculate the real-time slip ratio of the vehicle.

[0034] The first adjustment module is used to adjust the front and rear axle braking torque distribution coefficient when the real-time slip ratio does not meet the requirements until the real-time slip ratio meets the requirements.

[0035] Preferably, the intelligent regenerative braking device further includes a second adjustment module, and the second adjustment module is used to finely adjust the expected regenerative braking torque according to the real-time deceleration when the real-time deceleration information is not within the preset range.

[0036] Preferably, the preset working condition is that the vehicle speed is greater than or equal to the preset vehicle speed, and the state of charge of the battery is less than 100%.

[0037] Preferably, in the regenerative braking torque MAP diagram, when the brake pedal opening is less than or equal to the preset opening, the expected regenerative braking torque increases with the increase of the brake pedal opening; when the brake pedal opening is greater than the preset opening, the expected regenerative braking torque decreases with the increase of the brake pedal opening, and at the same time, the mechanical braking torque increases with the increase of the brake pedal opening.

[0038] Preferably, in the regenerative braking torque MAP diagram, when the real-time vehicle speed is less than the first preset vehicle speed, the expected regenerative braking torque is zero; when the real-time vehicle speed is between the first preset vehicle speed and the second preset vehicle speed, the expected regenerative braking torque increases with the increase of the vehicle speed; when the real-time vehicle speed is greater than the third preset vehicle speed, the expected regenerative braking torque decreases with the increase of the vehicle speed;

[0039] Wherein, the first preset vehicle speed is less than the second preset vehicle speed, and the second preset vehicle speed is less than the third preset vehicle speed.

[0040] Preferably, the second adjustment module includes a division module and an update module;

[0041] The division module is used to divide the working condition gears according to the combination of the load level and the slope level. Among them, the greater the load, the higher the load level, and the higher the working condition gear; the greater the slope, the higher the slope level, and the higher the working condition gear;

[0042] The update module is used to update the expected regenerative braking torque according to the regenerative braking torque MAP diagram of the higher-level working condition gear of the current working condition gear when the real-time deceleration is less than the lower limit value of the preset range; and update the expected regenerative braking torque according to the regenerative braking torque MAP diagram of the lower-level working condition gear of the current working condition gear when the real-time deceleration is greater than the upper limit value of the preset range.

[0043] Through the following detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings, other features and advantages of the present application will become clear. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The drawings incorporated in the specification and constituting a part of the specification illustrate embodiments of the present application, and together with the description are used to explain the principles of the present application.

[0045] Figure 1 It is a flowchart of the intelligent regenerative braking method for the vehicle provided by the present application;

[0046] Figure 2 It is a schematic diagram of the working condition gear provided by the present application;

[0047] Figure 3Structural diagram of the intelligent regenerative braking device for the vehicle provided by this application. Detailed implementation manners

[0048] Now, various exemplary embodiments of this application will be described in detail with reference to the accompanying drawings. It should be noted that: Unless otherwise specifically stated, the relative arrangements of components and steps, numerical expressions, and numerical values set forth in these embodiments do not limit the scope of this application.

[0049] The following description of at least one exemplary embodiment is merely illustrative in nature and in no way limits this application, its application, or its use.

[0050] Techniques, methods, and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods, and devices should be regarded as part of the specification.

[0051] In all the examples shown and discussed here, any specific value should be construed as merely exemplary and not as a limitation. Therefore, other examples of the exemplary embodiments may have different values.

[0052] This application provides an intelligent regenerative braking method and device for a vehicle. By determining the regenerative braking torque MAP diagram based on the vehicle load and real-time slope, and determining the expected regenerative braking torque according to the real-time brake pedal opening information and real-time vehicle speed information, the potential of the vehicle's regenerative braking energy recovery is exploited, reducing the overall vehicle energy consumption. Further, when the vehicle deceleration is less than the preset range, the expected regenerative braking torque is fine-tuned, and the regenerative braking torque changes smoothly under different working conditions, avoiding the impact caused by braking and improving the driving experience and comfort; in addition, the slip ratio is used as the judgment criterion for safe driving, and by adjusting the torque distribution relationship between regenerative braking and mechanical braking, vehicle skidding during braking is avoided, improving the braking safety factor.

[0053] In this application, during the vehicle braking process, regenerative braking is preferentially used. When the braking demand is small and the braking intensity is less than the adhesion coefficient of the road surface, all vehicle braking is completed by regenerative braking while ensuring braking safety. When the vehicle's braking demand is high and exceeds the regenerative braking force of the motor, regenerative braking works fully to provide the maximum regenerative braking force, and the remaining part is completed by mechanical braking.

[0054] As Figure 1 shown, the intelligent regenerative braking method for the vehicle provided by this application includes:

[0055] S1010: Under the preset working conditions of the vehicle, receive the vehicle load information and the real-time slope information of the road surface.

[0056] As an embodiment, the preset working condition is that the vehicle speed is greater than or equal to the preset vehicle speed, and the state of charge (SOC) of the battery is less than 100%. When the vehicle speed is higher than 10 km / h and the SOC is less than 100%, the regenerative braking is started.

[0057] As an embodiment, the slope signal of the vehicle is fed back in real time according to the slope sensor integrated in the ECU. The vehicle load classification is predicted by a neural network model based on signals such as vehicle acceleration, output torque, and road slope.

[0058] S1020: Determine the corresponding regenerative braking torque MAP according to the load information and the real-time slope information.

[0059] Among them, each regenerative braking torque MAP corresponds to a combination of load and slope. In the regenerative braking torque MAP, the magnitude of the regenerative braking torque depends on the braking pedal opening information and the vehicle speed information.

[0060] Specifically, as the vehicle load increases, the recoverable regenerative braking energy increases. Therefore, in this application, at the same slope, compared with a smaller vehicle load, the expected regenerative braking torque in the regenerative braking torque MAP corresponding to a larger vehicle load is larger.

[0061] When the vehicle is going downhill, the slope gives the vehicle driving force, and under the action of gravity acceleration, the kinetic energy of the vehicle increases. Therefore, as the slope increases, the recoverable regenerative braking energy increases. Therefore, in this application, at the same vehicle load, compared with a smaller downhill slope, the expected regenerative braking torque in the regenerative braking torque MAP corresponding to a larger downhill slope is larger; on the contrary, when the vehicle is going uphill, the slope gives the vehicle resistance, and under the action of gravity deceleration, the kinetic energy of the vehicle decreases. Therefore, as the uphill slope increases, the recoverable regenerative braking energy decreases. Therefore, in this application, at the same vehicle load, compared with a smaller uphill slope, the expected regenerative braking torque in the regenerative braking torque MAP corresponding to a larger uphill slope is smaller.

[0062] S1030: If a braking pedal signal is received, then receive the real-time vehicle speed information.

[0063] S1040: Query the regenerative braking torque MAP according to the real-time braking pedal opening information and the real-time vehicle speed information to determine the expected regenerative braking torque.

[0064] When the driver steps on the brake pedal, as the opening of the brake pedal increases, the regenerative braking increases. However, when the opening of the brake pedal is greater than a certain opening, for safety reasons, the regenerative braking gradually decreases while the mechanical braking gradually increases. Therefore, in this application, in the regenerative braking torque MAP diagram, when the opening of the brake pedal is less than or equal to the preset opening (for example, 40% of the total stroke), it is expected that the regenerative braking torque increases as the opening of the brake pedal increases. When the opening of the brake pedal is greater than the preset opening, it is expected that the regenerative braking torque decreases as the opening of the brake pedal increases, and at the same time, the mechanical braking torque increases as the opening of the brake pedal increases.

[0065] If the driver does not step on the brake pedal and the vehicle decelerates by coasting, a coasting braking strategy is adopted at this time.

[0066] According to the motor efficiency characteristics, when the vehicle speed is between the second preset vehicle speed (for example, 40 km / h) and the third preset vehicle speed (for example, 80 km / h), the motor operates in the high-efficiency range, and the efficiency of the motor regenerative braking to recover energy to the battery is the highest. In this vehicle speed range, priority is given to ensuring a relatively high regenerative braking energy recovery. For a two-wheel drive vehicle, on the premise of satisfying the mathematical relationship of the front and rear wheel braking forces under the constraints of the ECE regulations (United Nations Economic Commission for Europe vehicle regulations), the braking torque of the driving wheels is increased as much as possible to improve the regenerative braking recovery.

[0067] Based on this, in the regenerative braking torque MAP diagram, when the real-time vehicle speed is less than the first preset vehicle speed (for example, 10 km / h), the expected regenerative braking torque is zero, that is, the regenerative braking exits; when the real-time vehicle speed is between the first preset vehicle speed and the second preset vehicle speed, it is expected that the regenerative braking torque increases as the vehicle speed increases; when the real-time vehicle speed is greater than the third preset vehicle speed, in order to enhance braking to reduce the braking distance of the vehicle, it is expected that the regenerative braking torque decreases as the vehicle speed increases, and at this time, the mechanical braking increases as the vehicle speed increases.

[0068] Among them, the first preset vehicle speed is less than the second preset vehicle speed, and the second preset vehicle speed is less than the third preset vehicle speed.

[0069] While implementing the above braking strategy, preferably, the intelligent regenerative braking method for the vehicle provided in this application further includes:

[0070] S1050: Receive real-time deceleration information.

[0071] S1060: Determine whether the real-time deceleration information is within the preset range (that is, between the lower limit value and the upper limit value). If so, execute S1070; otherwise, execute S1100.

[0072] The setting of the preset range can avoid the impact during braking caused by excessive deceleration, improve the braking comfort of the vehicle, and can also avoid too small deceleration resulting in small regenerative energy recovery.

[0073] S1070: Calculate the real-time slip ratio of the vehicle.

[0074] In rainy, snowy weather and on smooth road surfaces such as ice, the road adhesion coefficient is low. The braking torque distribution coefficients of the front and rear axles can be determined based on the wheel-end torque slip condition to improve the utilization rate of the road adhesion coefficient.

[0075] Among them, define the vehicle speed V and the wheel speed U of the vehicle, then the slip ratio S = (V - U) / V × 100%. When the wheel is in pure rolling, V = U, then S = 0; when the wheel is locked and in pure sliding, the wheel speed U = 0, and at this time S = 100%. When the wheel is rolling and sliding, the vehicle speed V is greater than the wheel speed U, and at this time 0 < S < 100%.

[0076] S1080: Determine whether the real-time slip ratio meets the requirements. If so, execute S1110; otherwise, execute S1090.

[0077] Specifically, determine whether the real-time slip ratio is less than or equal to the threshold value (for example, 25%). If so, the vehicle is in a safe state, maintain the current regenerative braking strategy, and then execute S1110.

[0078] S1090: Adjust the braking torque distribution coefficients of the front and rear axles until the real-time slip ratio meets the requirements. Then return to S1080.

[0079] If the real-time slip ratio is greater than the threshold value, there is a risk of slip for the vehicle, and it is necessary to reduce the braking torque distribution coefficients of the front and rear axles until the real-time slip ratio is less than or equal to the threshold value.

[0080] Preferably, when using the coasting braking strategy for braking, it is also necessary to determine whether the vehicle is in a safe state based on the real-time deceleration and slip ratio.

[0081] S1100: Fine-tune the expected regenerative braking torque according to the real-time deceleration. Then execute S1060.

[0082] As an embodiment, fine-tuning the expected regenerative braking torque according to the real-time deceleration specifically includes:

[0083] P1: Divide the working condition gears according to the combination of the load level and the slope level. Among them, the greater the load, the higher the load level, and the higher the working condition gear; the greater the downhill slope, the higher the slope level, and the higher the working condition gear; the greater the uphill slope, the lower the slope level, and the lower the working condition gear.

[0084] As an embodiment, according to the size of the commercial vehicle's load capacity, the vehicle weight is divided into 4 levels: no-load, half-load, full-load, and over-load, which are respectively denoted as load NL, load HL, load FL, and load OL. The slope can be further divided into flat slope, uphill slope, and downhill slope. A slope < 3% is a flat slope, denoted as slope F. The uphill and downhill slopes can be further divided into 3 levels: gentle slope, medium slope, and steep slope. The regenerative braking energy recovery is different under each slope level. It is defined that a slope of 3% - 6% is a gentle slope, denoted as slope L, a slope of 6% - 10% is a medium slope, denoted as slope M, and a slope > 10% is a steep slope, denoted as slope R. Based on this, the combination of each load level and slope level is used as a working condition gear. Please refer to Figure 2 as shown in Figure 2 where moving one grid to the right or upward represents shifting up one gear; moving one grid to the left or downward represents shifting down one gear.

[0085] In this application, the no-load NL and flat slope F are used as the benchmarks to determine the expected regenerative braking recovery torque. Among them, at the same brake pedal opening and vehicle speed, for each increase in one working condition gear, the expected regenerative braking torque is increased by a certain proportion (for example, 1.05 - 1.2 times). And, while executing the regenerative braking strategy, the vehicle uses the PI control logic to maintain the vehicle deceleration within a preset range. If it cannot be maintained within the preset range, then P2 is executed until the vehicle deceleration returns to within the preset range.

[0086] P2: If the real-time deceleration is less than the lower limit value of the preset range, then update the expected regenerative braking torque according to the regenerative braking torque MAP diagram of the higher-level working condition gear of the current working condition gear ( Figure 2 shown as moving one grid to the right or upward in Figure 2 ), that is, increase the expected regenerative braking torque. If the real-time deceleration is greater than the upper limit value of the preset range, then update the expected regenerative braking torque according to the regenerative braking torque MAP diagram of the lower-level working condition gear of the current working condition gear ( Figure 2 shown as moving one grid to the left or downward in

[0087] S1110: Determine whether the vehicle exits the preset working condition, that is, the vehicle speed is lower than 10 km / h or the SOC is equal to 100%. If so, end the process; otherwise, return to S1010.

[0088] Based on the above, this application also provides an intelligent regenerative braking device for a vehicle. As Figure 3 shown, the intelligent regenerative braking device includes a first receiving module 310, a MAP diagram determination module 320, a second receiving module 330, and a query module 340.

[0089] The first receiving module 310 is used to receive the vehicle's load information and the real-time slope information of the road surface under the vehicle's preset working condition.

[0090] The MAP diagram determination module 320 is configured to determine a corresponding regenerative braking torque MAP diagram based on the load information and the real-time slope information. In the regenerative braking torque MAP diagram, the regenerative braking torque depends on the brake pedal opening information and the vehicle speed information.

[0091] The second receiving module 330 is configured to receive the real-time vehicle speed information when receiving a brake pedal signal.

[0092] The query module 340 is configured to query the regenerative braking torque MAP diagram based on the real-time brake pedal opening information and the real-time vehicle speed information, and determine the expected regenerative braking torque.

[0093] Preferably, the intelligent regenerative braking device further includes a third receiving module 350, a first judgment module 360, a calculation module 370, and a first adjustment module 380:

[0094] The third receiving module 350 is configured to receive the real-time deceleration information.

[0095] The first judgment module 360 is configured to judge whether the real-time deceleration information is within a preset range.

[0096] The calculation module 370 is configured to calculate the real-time slip ratio of the vehicle.

[0097] The first adjustment module 380 is configured to adjust the front and rear axle braking torque distribution coefficient until the real-time slip ratio meets the requirements when the real-time slip ratio does not meet the requirements.

[0098] Preferably, the intelligent regenerative braking device further includes a second adjustment module 390. The second adjustment module 390 is configured to finely adjust the expected regenerative braking torque according to the real-time deceleration when the real-time deceleration information is not within the preset range.

[0099] Preferably, the preset working condition is that the vehicle speed is greater than or equal to a preset vehicle speed and the state of charge of the battery is less than 100%.

[0100] Preferably, in the regenerative braking torque MAP diagram, when the brake pedal opening is less than or equal to a preset opening, the expected regenerative braking torque increases with the increase of the brake pedal opening. When the brake pedal opening is greater than the preset opening, the expected regenerative braking torque decreases with the increase of the brake pedal opening, and at the same time, the mechanical braking torque increases with the increase of the brake pedal opening.

[0101] Preferably, in the regenerative braking torque MAP diagram, when the real-time vehicle speed is less than a first preset vehicle speed, the expected regenerative braking torque is zero. When the real-time vehicle speed is between the first preset vehicle speed and the second preset vehicle speed, the expected regenerative braking torque increases with the increase of the vehicle speed. When the real-time vehicle speed is greater than a third preset vehicle speed, the expected regenerative braking torque decreases with the increase of the vehicle speed.

[0102] Among them, the first preset vehicle speed is less than the second preset vehicle speed, and the second preset vehicle speed is less than the third preset vehicle speed.

[0103] Preferably, the second adjustment module 390 includes a division module 391 and an update module 392.

[0104] The division module 391 is used to divide the working condition gears according to the combination of the load level and the slope level. Among them, the greater the load, the higher the load level, and the higher the working condition gear. The greater the slope, the higher the slope level, and the higher the working condition gear.

[0105] The update module 392 is used to update the expected regenerative braking torque according to the regenerative braking torque MAP diagram of the higher-level working condition gear of the current working condition gear when the real-time deceleration is less than the lower limit value of the preset range. And when the real-time deceleration is greater than the upper limit value of the preset range, the expected regenerative braking torque is updated according to the regenerative braking torque MAP diagram of the lower-level working condition gear of the current working condition gear.

[0106] Although some specific embodiments of the present application have been described in detail by way of examples, those skilled in the art should understand that the above examples are only for illustration and not for limiting the scope of the present application. Those skilled in the art should understand that the above embodiments can be modified without departing from the scope and spirit of the present application. The scope of the present application is defined by the appended claims.

Claims

1. An intelligent regenerative braking method for a vehicle, characterized in that: include: Under the preset working conditions of the vehicle, receive the vehicle load information and the real-time slope information of the road surface; Determining a corresponding regenerative braking torque MAP map according to the load information and the real-time slope information, wherein the regenerative braking torque in the regenerative braking torque MAP map depends on the brake pedal opening information and the vehicle speed information; If a brake pedal signal is received, real-time vehicle speed information is received; The regenerative braking torque MAP diagram is queried according to the real-time brake pedal opening information and the real-time vehicle speed information to determine the expected regenerative braking torque.

2. The intelligent regenerative braking method for a vehicle according to claim 1, characterized in that: Also includes: Receive real-time deceleration information; Determining whether the real-time deceleration information is within a preset range; If so, the real-time slip ratio of the vehicle is calculated; If the real-time slip ratio does not meet the requirement, the front and rear axle braking torque distribution coefficient is adjusted until the real-time slip ratio meets the requirement.

3. The intelligent regenerative braking method for a vehicle according to claim 2, characterized in that: If the real-time deceleration information is not within a preset range, the expected regenerative braking torque is fine-tuned according to the real-time deceleration.

4. The intelligent regenerative braking method for a vehicle according to claim 1, characterized in that: The preset operating condition is that the vehicle speed is greater than or equal to the preset speed, and the battery state of charge is less than 100%.

5. The intelligent regenerative braking method for a vehicle according to claim 1, characterized in that: In the regenerative braking torque MAP diagram, when the brake pedal opening is less than or equal to the preset opening, the expected regenerative braking torque increases with the increase of the brake pedal opening; when the brake pedal opening is greater than the preset opening, the expected regenerative braking torque decreases with the increase of the brake pedal opening, and the mechanical braking torque increases with the increase of the brake pedal opening.

6. An intelligent regenerative braking device for a vehicle, characterized in that: It includes a first receiving module, a MAP determining module, a second receiving module and a query module; The first receiving module is used to receive the vehicle load information and the real-time slope information of the road surface under the preset working condition of the vehicle; The MAP map determination module is used to determine a corresponding regenerative braking torque MAP map according to the load information and the real-time slope information, wherein the regenerative braking torque in the regenerative braking torque MAP map depends on the brake pedal opening information and the vehicle speed information; The second receiving module is used to receive real-time vehicle speed information when receiving a brake pedal signal; The query module is used to query the regenerative braking torque MAP diagram according to the real-time brake pedal opening information and the real-time vehicle speed information to determine the expected regenerative braking torque.

7. The intelligent regenerative braking device for a vehicle according to claim 6, characterized in that: The intelligent regenerative braking device further includes a third receiving module, a first judging module, a calculating module and a first adjusting module: The third receiving module is used to receive real-time deceleration information; The first determination module is used to determine whether the real-time deceleration information is within a preset range; The calculation module is used to calculate the real-time slip rate of the vehicle; The first adjustment module is used for adjusting the front and rear axle braking torque distribution coefficient when the real-time slip ratio does not meet the requirement until the real-time slip ratio meets the requirement.

8. The intelligent regenerative braking device for a vehicle according to claim 7, characterized in that: The intelligent regenerative braking device further includes a second adjustment module, which is used to fine-tune the expected regenerative braking torque according to the real-time deceleration when the real-time deceleration information is not within a preset range.

9. The intelligent regenerative braking device for a vehicle according to claim 6, characterized in that: The preset operating condition is that the vehicle speed is greater than or equal to the preset speed, and the battery state of charge is less than 100%.

10. The intelligent regenerative braking device for a vehicle according to claim 6, characterized in that: In the regenerative braking torque MAP diagram, when the brake pedal opening is less than or equal to the preset opening, the expected regenerative braking torque increases with the increase of the brake pedal opening; when the brake pedal opening is greater than the preset opening, the expected regenerative braking torque decreases with the increase of the brake pedal opening, and the mechanical braking torque increases with the increase of the brake pedal opening.

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