Two-wheeled vehicle energy recovery braking method and system based on rotating handle signal dynamic identification

Abstract

The invention relates to an electric two-wheeled vehicle energy recovery braking control method and system based on rotating handle signal dynamic identification, and belongs to the technical field of electric vehicle control. According to the method, a voltage signal of an accelerator steering handle is collected in real time, the voltage signal is input into a single-chip microcomputer after being subjected to voltage division and filtering processing, reference voltage is preset to be the maximum value of the signal, when it is detected that the voltage is lower than a reference value, a time parameter X when the voltage drops to a target value is recorded, and a target current value Y is determined according to a preset mapping relation table; and the PWM duty ratio is dynamically adjusted through a PID algorithm, and the actual bus current of the electronic brake system is controlled to approach a target value, so that the braking force and the energy recovery intensity are accurately adjusted. The system comprises a rotating handle signal acquisition module, a signal processing module, a controller module and an execution module. By dynamically recognizing the signal change rate of the rotating handle and intelligently matching the operation intention of the user, rapid braking or gentle speed reduction is achieved, and the riding safety and comfort are remarkably improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric two-wheel vehicle control, and specifically to a two-wheel vehicle energy recovery braking method and system based on dynamic recognition of throttle grip signals. Background Art

[0002] In the field of electric two-wheel vehicles, energy recovery technology is the key to improving the endurance and riding experience. Currently, in the field of four-wheel vehicles (such as Tesla models), a coasting energy recovery mode has been widely adopted: when the driver releases the accelerator pedal, the vehicle dynamically adjusts the energy recovery intensity according to the speed of release, so as to achieve smooth deceleration and improve the energy utilization efficiency. However, this technology is mainly for the driving scenarios of four-wheel vehicles, and its design logic does not fully consider the particularity of electric two-wheel vehicles.

[0003] Due to the light body and single operation mode (relying on the throttle grip to control acceleration and deceleration) of electric two-wheel vehicles, higher requirements are placed on the braking sensitivity and riding comfort. Most of the existing energy recovery systems for two-wheel vehicles adopt a fixed recovery intensity or simple segmented adjustment, and cannot dynamically adjust according to the real-time operation intention of the rider. For example, when the rider quickly releases the throttle grip, if the system only brakes with a fixed force, it may cause a sudden deceleration feeling and affect the riding smoothness; when slowly releasing the throttle grip, if the energy recovery intensity is insufficient, it may reduce the energy recovery efficiency and increase the burden on the mechanical brakes.

[0004] In addition, there is a lack of refined analysis of the throttle grip operation signal in the existing technology. The throttle grip of a two-wheel vehicle is usually only used to control acceleration, and deceleration relies on an independent brake handle, which increases the operation complexity of the rider. Although a few solutions attempt to combine the throttle grip with braking, their control logic fails to effectively identify the relationship between the change speed of the throttle grip signal and the riding intention, resulting in a lag in response or a mismatch in braking force, and it is difficult to balance safety and comfort. Summary of the Invention

[0005] The purpose of the present invention is to provide a medical counter, which realizes precise braking and energy recovery by detecting the release speed and angle change of the throttle grip in real time and combining the current adjustment of the electronic brake system. This design not only inherits the flexibility of the energy recovery technology of four-wheel vehicles, but also optimizes for the operation characteristics and riding scenarios of two-wheel vehicles, significantly improving the riding smoothness, safety and energy utilization efficiency.

[0006] To achieve the above purpose, the present invention provides the following technical solutions:

[0007] The two-wheel vehicle energy recovery braking method based on dynamic recognition of throttle grip signals of the present invention includes the following steps:

[0008] The voltage signal of the throttle grip is collected in real time through the throttle grip signal sampling circuit, and a stable input signal is obtained through voltage division and filtering processing;

[0009] The preset reference voltage value of the throttle grip signal is the maximum value of the voltage signal, and the input port of the single-chip microcomputer is configured as the analog input mode;

[0010] When it is detected that the voltage of the throttle grip signal is lower than the reference voltage value, the timer is started to record the time parameter X when the voltage drops from the reference voltage value to the target voltage value;

[0011] According to the time parameter X, query the preset mapping relation table to determine the corresponding energy recovery target current value Y;

[0012] The PWM duty cycle is dynamically adjusted through the PID control algorithm, so that the actual bus current of the electronic braking system approaches the target current value Y;

[0013] According to the target current value Y, control the braking force intensity of the electronic braking system, perform vehicle speed adjustment and energy recovery, and match the user's operation intention.

[0014] In addition to the above technical features, the present invention has also been optimized and improved in the following aspects:

[0015] As a preferred technical solution of the present application, if the time parameter X is less than the preset threshold, it is determined as a fast braking requirement, and the target current value Y is the maximum value; if the time parameter X is greater than the preset threshold, the target current value Y decreases according to a linear or non-linear relationship.

[0016] As a preferred technical solution of the present application, the mapping relation table is a non-linear mapping, and the smaller the time parameter X, the larger the corresponding energy recovery current target value Y.

[0017] As a preferred technical solution of the present application, the input of the PID algorithm is the deviation between the actual bus current and the target current value Y, and the output is the adjusted PWM duty cycle for dynamic closed-loop control.

[0018] On the other hand, the present application also provides a two-wheeled vehicle energy recovery braking system based on dynamic recognition of throttle grip signals, including:

[0019] A throttle grip signal acquisition module for real-time acquisition of the voltage signal of the throttle grip;

[0020] A signal processing module, including a voltage division circuit, a filtering circuit and a single-chip microcomputer, for converting the voltage signal into a digital signal and calculating the time parameter X;

[0021] A controller module, which queries the preset mapping relation table according to the time parameter X, generates the energy recovery current target value Y, and outputs a PWM duty cycle command through the PID algorithm;

[0022] The execution module, including an electronic brake system and a motor controller, is used to adjust the braking force according to the PWM duty ratio instruction, and drive the motor to generate a reverse torque to achieve deceleration and energy recovery.

[0023] As a preferred technical solution of the present application, the voltage dividing circuit includes at least two resistors connected in series, which are used to divide the analog signal output by the throttle grip to the input voltage range of the single-chip microcomputer; the filtering circuit includes at least two capacitors connected in parallel, which are used to eliminate high-frequency noise interference.

[0024] As a preferred technical solution of the present application, the voltage dividing circuit includes resistors with resistance values of 10KΩ and 30KΩ, and the filtering circuit includes a capacitor with a capacitance value of 0.1μF.

[0025] As a preferred technical solution of the present application, the input port of the single-chip microcomputer in the signal processing module is configured in analog input mode.

[0026] As a preferred technical solution of the present application, the system further includes a user intention recognition logic module, which is used to judge whether the user's demand is rapid braking or gentle deceleration according to the change rate of the throttle grip signal.

[0027] The third aspect of the present application provides an electric two-wheeler, including the above-mentioned electric two-wheeler energy recovery braking system.

[0028] Combined with the description of the above technical content, the energy recovery braking method and system for two-wheeled vehicles based on dynamic recognition of throttle grip signals according to the present invention have the following specific technical effects:

[0029] 1. The riding safety and comfort are significantly improved

[0030] Intelligent intention recognition: By real-time monitoring the voltage change speed (time parameter X) of the throttle grip signal, the system accurately judges the user's operation intention (rapid braking or gentle deceleration), and dynamically adjusts the energy recovery current to avoid the risk of loss of control caused by sudden braking or insufficient braking force.

[0031] Smooth braking experience: The braking force is matched according to the throttle grip operation speed. When the throttle grip is quickly released, a high braking current (maximum energy recovery) is applied, and when it is slowly released, a low braking current (gentle deceleration) is used to reduce the jerks during riding and improve the comfort.

[0032] 2. The energy recovery efficiency is optimized

[0033] Dynamic current regulation: Based on a preset mapping table, the system adjusts the energy recovery current value in real time according to the user's operation to ensure the maximum energy recovery efficiency under different working conditions. During emergency braking, a high current quickly recovers energy, while during gentle braking, the deceleration and energy recovery requirements are balanced.

[0034] Closed-loop control ensures stability: By dynamically adjusting the PWM duty cycle through the PID algorithm, the actual bus current accurately tracks the target value, avoiding energy waste and improving the battery endurance.

[0035] 3. Enhanced hardware reliability

[0036] Anti-interference design: The voltage division circuit and the filter circuit effectively eliminate the high-frequency noise interference in the throttle signal, ensuring the stability and accuracy of signal acquisition.

[0037] Adaptability optimization: The input port of the single-chip microcomputer is configured in analog mode, and the preset reference voltage is the maximum value of the throttle signal, adapting to the output characteristics of different types of throttles and improving the system compatibility.

[0038] 4. Improved response speed and accuracy

[0039] Fast signal processing: This application records the voltage drop time in real time through a timer and, in combination with a pre-calibrated mapping table, realizes the fast response of the braking command.

[0040] 5. Multi-scenario adaptability: The system supports non-linear mapping relationships (such as the smaller the time parameter X, the larger the current Y), and can be extended to dynamically adjust the maximum current threshold according to road conditions (such as slippery roads), enhancing the adaptability in complex environments.

[0041] 6. Simplified user operation and reduced fatigue

[0042] Single-throttle integrated control: The user only needs to complete the acceleration and deceleration operations through the throttle, without the need to operate the brake handle additionally, simplifying the riding control logic and reducing driving fatigue.

[0043] Intention adaptive mechanism: The system automatically recognizes the user's habits and dynamically adjusts the braking strategy to further optimize the personalized riding experience. Description of the drawings

[0044] Figure 1 is the circuit control schematic diagram of the electric two-wheeler energy recovery braking system based on dynamic recognition of the throttle signal according to the present invention;

[0045] Figure 2 is the overall control architecture diagram of the electric two-wheeler energy recovery braking system based on dynamic recognition of the throttle signal according to the present invention;

[0046] Figure 3 is the control flow chart of the electric two-wheeler energy recovery braking system based on dynamic recognition of the throttle signal according to the present invention. Detailed implementation manners

[0047] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only for the purpose of illustrating and explaining the present invention, and are not intended to limit the present invention.

[0048] I. Explanation of Descriptive Terms in the Present Invention

[0049] The embodiments given in combination with the technical solutions of the present invention are to make the present invention more thorough and complete, and to fully express the scope of the present invention to those skilled in the art. It should be noted that: unless specifically stated otherwise in the present invention, the relative arrangements of the components described in these embodiments should be construed as merely exemplary and not as a limitation to the technical solutions of the present invention.

[0050] In the present invention, if directional terms such as "upper", "lower", "left", "right", "bottom", "top", etc. are involved, they are defined relative to the directions in each drawing, and are only used to represent relative positional relationships. When the absolute position of the object being described changes, the relative positional relationship may also change accordingly. These or other directional terms should not be construed as restrictive terms.

[0051] In the present invention, the similar terms such as "a", "an", "one kind", "the", etc. do not represent a limitation in quantity, and may represent singular or plural. The terms "comprising", "including", "having" and any variations thereof involved in the present invention are intended to cover non-exclusive inclusion; the terms "first", "second", "third", etc. involved in the present invention are only used to distinguish similar objects and do not represent a specific order for the objects.

[0052] In the present invention, when it is described that a specific device is located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device. When it is described that a specific device is connected to other devices, the specific device may be directly connected to the other devices without an intermediate device, or may not be directly connected to the other devices and have an intermediate device.

[0053] In addition, the present invention does not discuss in detail the technologies and devices known to those of ordinary skill in the relevant fields, but in appropriate cases, the said technologies and devices should be regarded as part of the specification.

[0054] II. The Core Technical Problem to be Solved by the Technical Solution of the Present Application

[0055] There are various problems in the existing energy recovery technologies for electric two-wheelers. Compared with four-wheel cars, the design logic does not fully consider the particularities of the light body and single operation mode (relying on the throttle grip to control acceleration and deceleration) of electric two-wheelers, and has higher requirements for braking sensitivity and riding comfort. Currently, most energy recovery systems for two-wheelers adopt fixed recovery intensity or simple segmented adjustment, and cannot dynamically adjust according to the real-time operation intention of the rider. When quickly releasing the throttle grip, fixed-intensity braking will cause sudden deceleration, affecting the smoothness of riding; when slowly releasing the grip, insufficient energy recovery intensity will reduce the recovery efficiency and increase the burden on mechanical brakes. Moreover, the existing technologies lack refined analysis of the throttle grip operation signal. The throttle grip is only used for acceleration and deceleration, relying on an independent brake handle, increasing the operation complexity. For the few solutions that combine the throttle grip with braking, the control logic fails to effectively identify the correlation between the change speed of the throttle grip signal and the riding intention, resulting in lagging response or mismatched braking force, and it is difficult to balance safety and comfort.

[0056] III. Based on the above problems, the present invention specifically provides a technical solution to solve the above problems. The technical solution, working principle, and technical effects of the present invention will be described in detail below in combination with specific embodiments.

[0057] Embodiment 1

[0058] Referring to Figures 1 - 3 as shown, an energy recovery braking system for an electric two-wheeler based on dynamic recognition of throttle grip signals specifically includes the following parts:

[0059] I. System Hardware

[0060] 1. Throttle Grip Signal Acquisition Module

[0061] Hardware Composition:

[0062] Throttle Grip: Outputs an analog voltage signal with a voltage range of 0 - 5V (adjusted according to the actual throttle grip design).

[0063] Voltage Divider Circuit: Composed of resistors R6 and R11 in series, dividing the 0 - 5V signal output by the throttle grip to 0 - 3.3V to adapt to the input voltage range of the single-chip microcomputer.

[0064] Filter Circuit: Composed of capacitors R6, C5 and R7, C6 to form a second-order filter to filter out high-frequency noise and ensure signal stability.

[0065] Signal Sampling Point: Connected to the ADC input port of the single-chip microcomputer (such as PA0) through TP2 (test point).

[0066] 2. Signal Processing Module

[0067] Single-Chip Microcomputer Configuration:

[0068] Input mode: Configure the ADC input port as the analog input mode and set the sampling frequency to 1 kHz.

[0069] Reference voltage setting: By measuring the maximum output voltage of the throttle signal (such as 3.3 V), set it as the reference voltage.

[0070] Timer function: Enable the internal timer of the microcontroller (such as TIM2), set the precision to 1 ms, and use it to record the time (time parameter X) it takes for the throttle signal voltage to drop from the reference value to the target value.

[0071] 3. Controller module

[0072] Storage of the mapping relationship table:

[0073] Pre-store the mapping table of time parameter X and energy recovery current Y in the Flash of the microcontroller.

[0074] Implementation of the PID algorithm:

[0075] Input parameters: The deviation value (ΔI) between the actual bus current (collected by the current sensor) and the target current value Y.

[0076] Control logic: Calculate the PWM duty cycle adjustment amount (ΔD) through the incremental PID algorithm. The calculation formula is:

[0077]

[0078] Among them, Kp is the proportional coefficient, Ki is the integral coefficient, and Kd is the differential coefficient.

[0079] 4. Execution module

[0080] Electronic brake system (EBS):

[0081] Drive circuit: Adopt the MOSFET H-bridge circuit, receive the PWM signal (frequency 10 kHz) output by the controller, and adjust the bus current to the target value Y.

[0082] Reverse torque control: The motor controller controls the motor to enter the power generation mode according to the PWM duty cycle command, generates reverse torque to achieve deceleration, and stores the recovered energy in the battery at the same time.

[0083] II. System working process

[0084] 1. Initialization stage:

[0085] After the microcontroller is powered on, load the preset mapping table and configure the parameters of the ADC, timer, and PWM modules.

[0086] 2. Real-time monitoring stage:

[0087] Continuously collect the voltage of the throttle signal. When a voltage drop is detected, start the timer and calculate the X value.

[0088] 3. Dynamic adjustment stage:

[0089] Query the mapping table according to the X value to obtain the target current Y, adjust the PWM duty cycle through the PID algorithm, and drive the EBS to perform braking.

[0090] 4. Energy recovery stage:

[0091] The motor enters the power generation mode, the reverse torque reduces the wheel speed, the electric energy is recharged to the battery, and at the same time the vehicle speed smoothly decreases according to the target value.

[0092] III. Description of the energy recovery braking control method for electric two-wheel vehicles

[0093] This application also describes an energy recovery braking control method for electric two-wheel vehicles based on dynamic recognition of the throttle signal, which is implemented through the following steps:

[0094] 1. Implementation of the throttle signal acquisition module

[0095] Step 1.1: Construction of the voltage division circuit

[0096] Hardware composition:

[0097] A 10KΩ (R6) resistor is connected in series with a 30KΩ (R11) resistor to divide the analog voltage signal (such as 0 - 5V) output by the throttle grip to the input voltage range of the single-chip microcomputer (such as 0 - 3.3V).

[0098] The packaging specifications of the voltage division resistors: R6 is in 0603 packaging, and R7 and R11 are in 0402 packaging.

[0099] Signal connection: The throttle signal is connected to the analog input port of the single-chip microcomputer (such as the ADC channel) through the voltage division circuit.

[0100] Step 1.2: Design of the filtering circuit

[0101] Capacitor selection: Two 0.1μF ceramic capacitors (C5, C6) are connected in parallel to form a low-pass filter circuit, and the cut-off frequency is set to 159Hz to effectively filter out high-frequency noise interference.

[0102] Layout optimization: The capacitors are arranged adjacent to the voltage division resistors and the input port of the single-chip microcomputer to reduce interference in the signal transmission path.

[0103] Step 1.3: Configuration of the single-chip microcomputer

[0104] Input mode setting: Configure the corresponding IO port of the single-chip microcomputer as the analog input mode, enable the ADC module, and set the sampling rate to 1kHz.

[0105] Reference voltage calibration: Measure the maximum voltage value of the throttle output signal through experiments and set it as the ADC reference voltage of the single-chip microcomputer.

[0106] 2. Implementation of the signal processing module

[0107] Step 2.1: Measurement of the time parameter X

[0108] Trigger condition: When the throttle signal voltage is lower than the reference voltage value (i.e., the user releases the throttle), start the built-in timer of the single-chip microcomputer.

[0109] Time recording: Record the time taken for the voltage to drop from the reference value to the target voltage value, denoted as the time parameter X.

[0110] Step 2.2: User intention recognition logic

[0111] Threshold setting: Preset a time threshold (e.g., 0.5 seconds) and make a judgment in combination with a non-linear mapping table:

[0112] If X < 0.5 seconds, set the target current value Y to the maximum value (e.g., 20 A);

[0113] If X ≥ 0.5 seconds, the target current value Y decays exponentially.

[0114] Judgment rule:

[0115] Quickly releasing the throttle: If the time parameter X < 0.5 seconds, it is determined as "quick braking" and the maximum energy recovery current (20 A) is started;

[0116] Slowly releasing the throttle: If X ≥ 0.5 seconds, it is determined as "gentle braking" and the minimum current (5 A) is started;

[0117] 3. Dynamic mapping table adjustment

[0118] Scene adaptation:

[0119] In the slippery road surface mode, limit the maximum current to 15 A to avoid wheel locking;

[0120] In the load mode, improve the current response speed and shorten the braking time.

[0121] 4. Hardware expansion design

[0122] Spare sensor interface: Reserve a CAN bus interface to support the access of a gyroscope or an acceleration sensor to further optimize the braking strategy (such as corner braking compensation).

[0123] 5. Implementation of the controller module

[0124] Step 5.1: Configuration of the mapping relation table

[0125] Time parameter X (seconds) Target current Y (A) 0.2 20 0.5 15 1.0 8 1.5 3

[0126] Lookup logic: Determine the Y value through linear interpolation according to the real-time X value.

[0127] Step 5.2: Implementation of the PID algorithm

[0128] Input parameters: The deviation between the actual bus current (collected by the Hall sensor) and the target current value Y (ΔI = Y - I_actual).

[0129] PID parameters: Proportional coefficient Kp, integral coefficient Ki, derivative coefficient Kd.

[0130] Output adjustment: Calculate the PWM duty cycle adjustment amount (ΔD) to dynamically control the bus current of the electronic brake system.

[0131] 6. Implementation of the execution module

[0132] Step 6.1: Control of the electronic brake system

[0133] PWM drive: The motor controller adjusts the MOSFET switching frequency according to the PWM duty cycle command to control the bus current.

[0134] Reverse torque generation: Drive the motor to generate reverse torque to reduce the wheel speed, and at the same time convert the kinetic energy into electrical energy through the power generation mode and store it in the battery.

[0135] Step 6.2: Adaptation to complex working conditions (optional)

[0136] Slippery road surface mode: Reduce the maximum current limit through software (for example, from 20A to 15A) to avoid tire slippage.

[0137] Load mode: Dynamically adjust the mapping table according to the vehicle load. For example, when the load is 50 kg, the Y value is increased by 10%.

[0138] IV. Expansion of the preferred solution

[0139] 1. User-defined mode

[0140] Interaction interface: Through the in-vehicle display or mobile phone APP, the user can customize the mapping relationship curve (such as "sports mode" or "energy-saving mode").

[0141] Parameter storage: The user-defined configuration is saved to the single-chip microcomputer Flash, supporting the power-off memory function.

[0142] 2. Dynamic road surface adaptation

[0143] Sensor integration: Add an acceleration sensor to detect the road surface gradient and friction coefficient in real time, and dynamically adjust the mapping table parameters. For example, when going downhill, increase the Y value to enhance the braking effect.

[0144] V. Application Scenarios and Road Conditions Examples

[0145] Scenario 1: Cycling on Urban Roads

[0146] When the user quickly releases the throttle (X = 0.15 s), the system determines it as an emergency brake, outputs a maximum current of 20 A, and the PID algorithm quickly adjusts the PWM duty cycle to 80%. The vehicle decelerates to the target speed within 1 s.

[0147] When the user slowly releases the throttle (X = 0.6 s), the system outputs a minimum current of 5 A, and the PWM duty cycle gradually decreases to 20%. The vehicle decelerates smoothly, and the energy recovery efficiency reaches 85%.

[0148] Scenario 2: Road Condition Adaptive Control

[0149] Road Condition Adaptation:

[0150] Slippery Road Surface Mode: Detect skidding through the acceleration sensor, and automatically limit the maximum value of Y to 15 A to avoid tire locking.

[0151] Load Mode: Dynamically adjust the Y value ratio according to the load weight (estimated through the current sensor) (e.g., when the load is 100 kg, Y increases by 10%).

[0152] VI. System Integration and Vehicle Testing

[0153] 1. Hardware Assembly

[0154] Component Connection: Throttle → Voltage Dividing / Filtering Circuit → Microcontroller → PID Controller → Electronic Brake System → Motor → Wheel

[0155] Package Design: The controller uses a waterproof housing to ensure stable operation in harsh environments.

[0156] 2. Function Verification

[0157] Quick Braking Test: When driving at a constant speed of 20 km / h, the user quickly releases the throttle (X = 0.3 s), and the system reduces the vehicle speed to 5 km / h within 0.5 s, and the energy recovery current reaches 20 A.

[0158] Smooth Braking Test: Slowly release the throttle (X = 1.2 s), the vehicle speed smoothly decreases to the target value, and the current gradually decreases to 3 A without a sense of jerk.

[0159] 3. Measured Results:

[0160] Braking Response Time: From the release of the throttle to the effective braking force ≤ 50 ms.

[0161] Energy Recovery Rate: Under urban road conditions (average speed of 25 km / h), the cruising range is increased by 18% - 22%.

[0162] In summary, this application details the system hardware design, method flow, and optimization improvement solutions. Through the voltage-dividing filter circuit, time parameter identification, non-linear mapping table, and PID closed-loop control, the intelligent and high-precision energy recovery braking of electric two-wheelers is achieved. Experiments show that the response time of this system is ≤50 ms, the braking error is <3%, and the energy recovery efficiency is increased by 18%-25%, which has significant practical value and market competitiveness.

[0163] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

[0164] In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the realization by those of ordinary skill in the art; when the combination of technical solutions results in contradictions or cannot be realized, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present invention.

Claims

1. A method for controlling energy recovery braking of an electric two-wheeler based on dynamic recognition of a throttle signal, characterized in that, It includes the following steps: The voltage signal of the throttle grip is collected in real time through the throttle grip signal sampling circuit, and a stable input signal is obtained through voltage division and filtering processing; The reference voltage value of the throttle grip signal is preset as the maximum value of the voltage signal, and the input port of the single-chip microcomputer is configured as the analog input mode; When it is detected that the voltage of the throttle grip signal is lower than the reference voltage value, a timer is started to record the time parameter X when the voltage drops from the reference voltage value to the target voltage value; According to the time parameter X, the preset mapping relation table is queried to determine the corresponding energy recovery target current value Y; The PWM duty cycle is dynamically adjusted through the PID control algorithm to make the actual bus current of the electronic brake system approach the target current value Y; The braking force intensity of the electronic brake system is controlled according to the target current value Y to adjust the vehicle speed and recover energy, matching the user's operation intention.

2. The method according to claim 1, characterized in that, If the time parameter X is less than the preset threshold, it is determined as a rapid braking demand, and the target current value Y is the maximum value; if the time parameter X is greater than the preset threshold, the target current value Y decreases according to a linear or non-linear relationship.

3. The method according to claim 1, wherein The mapping relation table is a non-linear mapping. The smaller the time parameter X, the larger the corresponding energy recovery current target value Y.

4. The method according to claim 1, wherein The input of the PID algorithm is the deviation between the actual bus current and the target current value Y, and the output is the adjusted PWM duty cycle for dynamic closed-loop control.

5. An energy recovery braking system for an electric two-wheeler based on dynamic recognition of the throttle signal, characterized in that, It includes: A throttle grip signal acquisition module for obtaining the voltage signal of the throttle grip in real time; A signal processing module, including a voltage division circuit, a filtering circuit and a single-chip microcomputer, for converting the voltage signal into a digital signal and calculating the time parameter X; A controller module, which queries the preset mapping relation table according to the time parameter X, generates the energy recovery current target value Y, and outputs a PWM duty cycle command through the PID algorithm; An execution module, including an electronic brake system and a motor controller, for adjusting the braking force according to the PWM duty cycle command and driving the motor to generate a reverse torque to achieve deceleration and energy recovery.

6. The system according to claim 5, wherein The voltage division circuit includes at least two resistors connected in series for dividing the analog signal output by the throttle grip to the input voltage range of the single-chip microcomputer; the filtering circuit includes at least two capacitors connected in parallel for eliminating high-frequency noise interference.

7. The system according to claim 6, wherein The voltage division circuit includes resistors with resistance values of 10KΩ and 30KΩ, and the filtering circuit includes a capacitor with a capacitance value of 0.1μF.

8. The system according to claim 5, characterized in that, The input port of the single-chip microcomputer in the signal processing module is configured as the analog input mode.

9. The system according to claim 5, wherein The system further includes a user intention recognition logic module for judging whether the user's demand is rapid braking or gentle deceleration according to the change rate of the throttle grip signal.

10. An electric two-wheeler, characterized in that, It includes the electric two-wheeler energy recovery braking system according to any one of claims 5 to 9.

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