New energy automobile energy recovery optimization system and optimization method

Abstract

The invention discloses a new energy automobile energy recovery optimization system and optimization method, and aims to solve the problems of single energy recovery scene, low efficiency and difficulty in considering safety and experience in the prior art. The system comprises a double-source recovery module, a multi-dimensional perception decision module, a thermal-electric energy collaborative distribution module and a redundancy safety module, and the double-source recovery module integrates a pneumatic suspension vibration recovery unit and a decoupling type braking energy recovery unit to achieve double-source energy collaborative recovery. According to the method, multi-working-condition self-adaptive control, energy gradient utilization and calibration optimization strategies are adopted, and driver behaviors are combined for adaptive adjustment. According to the method, the limitation of single recovery is broken through, safety is guaranteed through thermal-electric collaborative optimization of the battery state and triple redundancy design, the energy utilization efficiency and endurance are improved, the method is suitable for multiple vehicle types and multiple working conditions, and good practicability and industrialization prospects are achieved.

Description

Technical Field

[0001] This invention relates to the field of energy recovery in new energy vehicles, specifically to an energy recovery optimization system and method for new energy vehicles. Background Technology

[0002] With the rapid development of the new energy vehicle industry, driving range and energy efficiency have become core issues restricting its widespread adoption. Energy recovery technology, as a key means to improve driving range, has been widely applied in the field of new energy vehicles. Existing energy recovery technologies are mostly based on single braking energy recovery, which can only recover a portion of kinetic energy during vehicle braking. This has strong limitations in application scenarios, and a large amount of kinetic energy from bumps and vibrations is consumed by the suspension damping system, resulting in serious energy waste.

[0003] Meanwhile, existing regenerative braking systems are mostly rigidly coupled with hydraulic braking systems, making it difficult to balance recovery force and braking safety, which can easily lead to braking jerking and affect the driving experience. In extreme environments, battery charging and discharging efficiency decreases significantly, and existing systems lack a coordinated thermo-electric energy regulation mechanism, making it impossible to optimize battery operating status through energy recovery, further exacerbating the short driving range.

[0004] Furthermore, existing energy recovery systems suffer from high structural redundancy, with each module operating independently without a unified allocation strategy, resulting in low energy utilization efficiency and poor adaptability, making it difficult to meet the usage requirements of different vehicle models and operating conditions. Therefore, there is an urgent need for an optimized energy recovery system and methodology for new energy vehicles that integrates multi-source collaborative recovery, intelligent heat-electricity distribution, and balances safety and user experience, in order to address the pain points of existing technologies. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to overcome the defects of the above-mentioned technologies and provide an energy recovery optimization system and optimization method for new energy vehicles.

[0006] To address the aforementioned technical problems, the present invention provides a new energy vehicle energy recovery optimization system and optimization method: The new energy vehicle energy recovery optimization system includes a dual-source recovery module, a multi-dimensional perception and decision-making module, a thermal-electric energy collaborative allocation module, and a redundant safety module. These modules are sequentially electrically connected to construct an integrated architecture of "dual-source recovery + intelligent allocation + thermal-electric collaboration," achieving cascaded energy utilization across all operating conditions. The dual-source recovery module adopts a modular integrated design, including a pneumatic suspension vibration recovery unit and a decoupled braking energy recovery unit. These units are connected via a common rail, sharing a high-voltage energy storage and control link to avoid multi-system redundancy. The multi-dimensional perception and decision-making module is used to fuse data from multiple sensors and quickly output operating condition identification results and control strategies.

[0007] The pneumatic suspension vibration recovery unit includes a shock absorber piston, a bidirectional pneumatic compressor, a one-way valve group, and a high-pressure air tank. The shock absorber piston is integrated with the bidirectional pneumatic compressor. The one-way valve group is located between the bidirectional pneumatic compressor and the high-pressure air tank and is used to convert the kinetic energy of bumps into the potential energy of compressed air and store it in the high-pressure air tank. The high-pressure air tank can directly supply air to the air suspension or convert it into electrical energy through a pneumatic generator.

[0008] The decoupled braking energy recovery unit includes a two-degree-of-freedom decoupling mechanism and a control algorithm module. The two-degree-of-freedom decoupling mechanism decouples the pedal from the hydraulic system. The control algorithm module is used to divide the pedal stroke into multiple micro-segments to achieve precise matching of torque, speed and voltage.

[0009] The thermal-electric energy collaborative distribution module integrates an evaporative absorption heat conduction device, which is used to achieve dynamic complementarity between braking waste heat and recovered electrical energy, and dynamically adjust the energy distribution priority based on battery temperature and remaining power status.

[0010] The redundant safety module adopts a triple redundancy design of "sensing-execution-energy", including a sensing layer, an execution layer and an energy layer. The sensing layer reconstructs the pedal intention through multiple sensors, the execution layer is equipped with a mechanical backup braking circuit, and the energy layer is equipped with a supercapacitor emergency power supply to ensure braking safety.

[0011] The optimization method for the energy recovery optimization system of new energy vehicles includes a multi-condition adaptive control method, an energy cascade utilization method, and a calibration optimization method. The multi-condition adaptive control method dynamically adjusts the energy recovery priority of the dual-source recovery module and the energy allocation strategy of the thermal-electric energy collaborative allocation module based on the operating condition data output by the multi-dimensional perception and decision module, so as to achieve a balance between recovery efficiency, driving experience, and driving safety under different operating conditions. The energy cascade utilization method establishes a multi-level energy conversion mechanism to perform graded recovery and on-demand allocation of suspension vibration kinetic energy and braking kinetic energy. The calibration optimization method optimizes the parameter coupling relationship through a multi-layer calibration system to improve system stability and adaptability.

[0012] The multi-condition adaptive control method includes road surface adaptive optimization and battery state adaptive optimization. The road surface adaptive optimization identifies changes in the road friction coefficient by analyzing the phase difference of the wheel speed sensor and adjusts the electric motor power ratio and braking mode. The battery state adaptive optimization dynamically adjusts the charging current curve based on the battery health and internal resistance changes to reduce the impact of recovered energy on battery life.

[0013] The energy cascade utilization method includes a three-level energy conversion and distribution process. The first level of recovery converts suspension vibration into compressed air potential energy and directly supplies it to the auxiliary system. The second level of recovery prioritizes the conversion of braking kinetic energy into electrical energy and treats waste heat into thermal energy. The third level of distribution allocates the stored energy to each electrical system as needed according to the energy consumption requirements of the vehicle.

[0014] The calibration optimization method adopts a three-layer calibration system of "virtual-hardware-real vehicle". The virtual layer completes the simulation calibration through digital twin model, the hardware-in-the-loop layer simulates extreme environment to verify system stability, and the real vehicle layer optimizes the parameter spatial coupling relationship through long-distance road test.

[0015] The optimization method also includes a driver behavior adaptation step, which constructs a driver behavior profile model based on historical operation data, identifies driving styles, and dynamically adjusts the pedal gain curve and retraction force gradient to adapt to different driving habits.

[0016] The advantages of this invention compared to existing technologies are: firstly, it significantly improves energy recovery efficiency and vehicle range, breaking through the limitations of traditional single-source braking energy recovery. The dual-source recovery module integrates a pneumatic suspension vibration recovery unit and a decoupled braking energy recovery unit, simultaneously recovering bump vibration kinetic energy and braking kinetic energy. Combined with an energy cascade utilization method, it achieves on-demand distribution of multiple forms of energy, effectively extending the driving range of new energy vehicles and alleviating users' range anxiety.

[0017] Secondly, it optimizes battery operating conditions and enhances adaptability to extreme environments. The thermal-electric energy co-distribution module achieves dynamic complementarity between braking waste heat and recovered electrical energy through an evaporative absorption heat conduction device, taking into account both battery heating and heat dissipation needs. Combined with battery state adaptive optimization methods, it extends battery life and reduces vehicle operating costs.

[0018] Third, it balances safety and driving experience. The triple redundancy design of the redundant safety module ensures reliable braking. The multi-dimensional perception and decision-making module, combined with the driver behavior profile model, dynamically adjusts the recovery strategy to avoid braking jerking and balance efficiency and comfort.

[0019] Fourth, the modular structure and universal optimization methods reduce redundant parts, lower manufacturing costs and maintenance difficulty, and can be adapted to various new energy vehicles and usage scenarios, thus having good industrialization prospects. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the new energy vehicle energy recovery optimization system of the present invention.

[0021] Figure 2 This is a schematic diagram of the optimization method of the new energy vehicle energy recovery optimization system of the present invention. Detailed Implementation

[0022] To facilitate understanding of this application, a more complete description will be provided below with reference to the accompanying drawings, which illustrate embodiments of the present application. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this application will be thorough and complete.

[0023] Referring to the attached diagram, the energy recovery optimization system and method for new energy vehicles are described. The energy recovery optimization system for new energy vehicles includes a dual-source recovery module, a multi-dimensional perception and decision-making module, a thermal-electric energy collaborative distribution module, and a redundant safety module. These modules are sequentially and electrically connected to construct an integrated architecture of "dual-source recovery + intelligent distribution + thermal-electric collaboration," achieving cascaded energy utilization across all operating conditions. The dual-source recovery module adopts a modular integrated design, including a pneumatic suspension vibration recovery unit and a decoupled braking energy recovery unit. These units are connected via a common rail, sharing a high-voltage energy storage and control link to avoid redundancy across multiple systems. The multi-dimensional perception and decision-making module is used to fuse data from multiple sensors and quickly output operating condition identification results and control strategies.

[0024] The pneumatic suspension vibration recovery unit includes a shock absorber piston, a bidirectional pneumatic compressor, a one-way valve group, and a high-pressure air tank. The shock absorber piston is integrated with the bidirectional pneumatic compressor. The one-way valve group is located between the bidirectional pneumatic compressor and the high-pressure air tank and is used to convert the kinetic energy of bumps into the potential energy of compressed air and store it in the high-pressure air tank. The high-pressure air tank can directly supply air to the air suspension or convert it into electrical energy through a pneumatic generator.

[0025] The decoupled braking energy recovery unit includes a two-degree-of-freedom decoupling mechanism and a control algorithm module. The two-degree-of-freedom decoupling mechanism decouples the pedal from the hydraulic system. The control algorithm module is used to divide the pedal stroke into multiple micro-segments to achieve precise matching of torque, speed and voltage.

[0026] The thermal-electric energy collaborative distribution module integrates an evaporative absorption heat conduction device, which is used to achieve dynamic complementarity between braking waste heat and recovered electrical energy, and dynamically adjust the energy distribution priority based on battery temperature and remaining power status.

[0027] The redundant safety module adopts a triple redundancy design of "sensing-execution-energy", including a sensing layer, an execution layer and an energy layer. The sensing layer reconstructs the pedal intention through multiple sensors, the execution layer is equipped with a mechanical backup braking circuit, and the energy layer is equipped with a supercapacitor emergency power supply to ensure braking safety.

[0028] The optimization method for the energy recovery optimization system of new energy vehicles includes a multi-condition adaptive control method, an energy cascade utilization method, and a calibration optimization method. The multi-condition adaptive control method dynamically adjusts the energy recovery priority of the dual-source recovery module and the energy allocation strategy of the thermal-electric energy collaborative allocation module based on the operating condition data output by the multi-dimensional perception and decision module, so as to achieve a balance between recovery efficiency, driving experience, and driving safety under different operating conditions. The energy cascade utilization method establishes a multi-level energy conversion mechanism to perform graded recovery and on-demand allocation of suspension vibration kinetic energy and braking kinetic energy. The calibration optimization method optimizes the parameter coupling relationship through a multi-layer calibration system to improve system stability and adaptability.

[0029] The multi-condition adaptive control method includes road surface adaptive optimization and battery state adaptive optimization. The road surface adaptive optimization identifies changes in the road friction coefficient by analyzing the phase difference of the wheel speed sensor and adjusts the electric motor power ratio and braking mode. The battery state adaptive optimization dynamically adjusts the charging current curve based on the battery health and internal resistance changes to reduce the impact of recovered energy on battery life.

[0030] The energy cascade utilization method includes a three-level energy conversion and distribution process. The first level of recovery converts suspension vibration into compressed air potential energy and directly supplies it to the auxiliary system. The second level of recovery prioritizes the conversion of braking kinetic energy into electrical energy and treats waste heat into thermal energy. The third level of distribution allocates the stored energy to each electrical system as needed according to the energy consumption requirements of the vehicle.

[0031] The calibration optimization method adopts a three-layer calibration system of "virtual-hardware-real vehicle". The virtual layer completes the simulation calibration through digital twin model, the hardware-in-the-loop layer simulates extreme environment to verify system stability, and the real vehicle layer optimizes the parameter spatial coupling relationship through long-distance road test.

[0032] The optimization method also includes a driver behavior adaptation step, which constructs a driver behavior profile model based on historical operation data, identifies driving styles, and dynamically adjusts the pedal gain curve and retraction force gradient to adapt to different driving habits.

[0033] The energy recovery optimization system and optimization method for new energy vehicles of the present invention will be further described in detail below with reference to specific embodiments.

[0034] Specific implementation of energy recovery optimization systems for new energy vehicles: The core system comprises a dual-source recovery module, a multi-dimensional sensing and decision-making module, a thermal-electric energy collaborative distribution module, and a redundant safety module. These modules are sequentially electrically connected to form a closed-loop collaborative working system, enabling efficient cascaded utilization and safe recovery of energy under all operating conditions. The following examples, illustrating the system's specific structure and operation in three different application scenarios, provide a detailed explanation.

[0035] Example 1: Energy recovery system for urban commuter new energy vehicles: Implementation of the dual-source recycling module: In this embodiment, the dual-source recovery module adopts a modular integrated design and is installed in the middle of the chassis of the new energy vehicle. It is fixed to the frame by a high-strength aluminum alloy bracket, taking into account both structural stability and space utilization. It includes a pneumatic suspension vibration recovery unit and a decoupled braking energy recovery unit. The two are connected by a high-pressure pipeline and a control line, sharing the high-pressure energy storage and control link, effectively reducing redundant system components and lowering the overall vehicle weight and manufacturing cost.

[0036] In the implementation of the pneumatic suspension vibration recovery unit, the shock absorber piston and the bidirectional pneumatic compressor are integrally cast to ensure a tight connection and avoid energy loss during vibration transmission. The one-way valve assembly, made of corrosion-resistant high-strength alloy, is installed on the high-pressure pipeline between the bidirectional pneumatic compressor and the high-pressure air tank. The one-way valve assembly directs from the bidirectional pneumatic compressor to the high-pressure air tank, allowing compressed air only to enter the high-pressure air tank from the bidirectional pneumatic compressor, preventing high-pressure air backflow and energy loss. When the vehicle travels on bumpy urban roads (such as manhole covers or speed bumps), the shock absorber piston reciprocates with the road surface, driving the bidirectional pneumatic compressor to convert the kinetic energy of the bumps into the potential energy of the compressed air.

[0037] To accurately calculate the energy conversion efficiency of the aerodynamic suspension vibration recovery unit, an energy conversion formula is introduced: .in, The potential energy of compressed air ultimately stored in the high-pressure gas storage tank; For the shock absorber piston in displacement The pressure value generated at the location is dynamically collected as the road surface undulates. This represents the total displacement of the shock absorber piston in a single reciprocating motion. This represents the total losses during the energy conversion process, including pipeline leakage losses and mechanical friction losses. The purpose of this formula is to calculate the conversion effect of vibration kinetic energy into air potential energy in real time, providing data support for the multi-dimensional sensing and decision-making module to adjust the recovery strategy, ensuring maximum vibration energy recovery under urban conditions.

[0038] The decoupled regenerative braking unit is equipped with a dual-degree-of-freedom decoupling mechanism and a control algorithm module. The dual-degree-of-freedom decoupling mechanism is connected to the vehicle's brake pedal and hydraulic braking system via universal joints, achieving rigid decoupling between brake pedal operation and the hydraulic braking circuit, avoiding mutual interference between energy recovery and braking safety in traditional coupled structures. The control algorithm module collects brake pedal travel signals and divides them into multiple micro-segments according to preset logic to achieve precise matching of torque, speed, and voltage. In frequent low-speed braking scenarios during urban commuting, the control algorithm module prioritizes activating the decoupled regenerative braking unit, converting the vehicle's braking kinetic energy into electrical energy, which is then fed into the vehicle's power supply system.

[0039] Implementation of the multi-dimensional perception and decision-making module: The multi-dimensional perception and decision-making module is integrated into the control box below the vehicle's center console. It integrates data from multiple sensors, including laser displacement sensors, six-axis torque sensors, and road friction coefficient sensors, and uses a field-programmable gate array (FPGA) hardware accelerator to achieve rapid operating condition identification and strategy output. In urban commuting conditions, the module collects parameters such as vehicle speed, road surface smoothness, braking frequency, and remaining battery power in real time to build an operating condition assessment model and dynamically adjust the recycling priority of the dual-source recycling module.

[0040] To quantify the degree of fit for operating conditions, a formula for the operating condition matching coefficient is introduced: .in, This is the working condition matching coefficient, which ranges from 0 to 1. The closer the coefficient is to 1, the higher the degree of compatibility between the current recycling strategy and the working condition. , , The weighting coefficients for vehicle speed, braking frequency, and remaining battery power are preset to 0.3, 0.4, and 0.3, respectively, based on the characteristics of urban commuting conditions. The current vehicle speed (unit: kilometers per hour) is standardized and taken as 0 to 1. The number of braking operations per unit time (unit: times per minute), after standardization, is taken as 0 to 1; This represents the percentage of remaining battery charge, ranging from 0 to 1. The purpose of this formula is to provide a quantitative basis for adjusting recycling priorities through multi-parameter weighted calculations. For example, it considers factors such as vehicle speed below 30 km / h and high braking frequency. The value triggers a combined mode of vibration recovery and braking recovery, improving energy recovery efficiency in congested urban traffic conditions.

[0041] Implementation of the thermal-electric energy collaborative distribution module and redundant safety module: The thermal-electric energy co-distribution module integrates an evaporative absorption heat transfer device. This device is connected to the decoupled braking energy recovery unit and the battery pack via heat-conducting pipes, achieving dynamic complementarity between braking waste heat and recovered electrical energy. In urban driving conditions, braking frequency is high, and braking waste heat production is stable. The module transfers this waste heat to the battery pack through a binary mixture circulation loop, maintaining the battery operating temperature within a suitable range. When the battery temperature drops below 10 degrees Celsius, an energy complementarity strategy is activated, using a formula... Distribute heat, of which This represents the total heating required for the battery pack. The heat provided for the residual heat of braking; This formula is used to accurately calculate the ratio of waste heat to electrical energy to ensure the battery's heating needs are met while minimizing the ineffective consumption of recovered electrical energy.

[0042] The redundant safety module adopts a triple redundancy design of "sensing-execution-energy". The sensing layer collects brake pedal signals in parallel through three sensors: strain gauge sensors, Hall effect sensors, and capacitive sensors, and reconstructs the pedal operation intention to avoid strategy misjudgment caused by the failure of a single sensor. The execution layer is equipped with an independent mechanical backup braking circuit. When the electronic control system fails, hydraulic braking is activated by a preset pedal force threshold to ensure braking safety. The energy layer is equipped with a supercapacitor emergency power supply to maintain short-term full braking energy supply when the main battery fails, ensuring braking reliability in urban road driving.

[0043] Example 2: Energy recovery system for high-speed, long-distance new energy SUVs: Implementation of the dual-source recycling module: This embodiment is designed for high-speed, long-distance driving conditions. The dual-source recovery module is adaptively optimized and installed on the longitudinal beam of the SUV chassis, secured with a reinforced bracket to handle the bumps and vibrations during high-speed driving. The high-pressure air tank capacity of the pneumatic suspension vibration recovery unit is increased compared to Embodiment 1, and it is made of carbon fiber, balancing air storage capacity with lightweight requirements. A pressure feedback device is added to the one-way valve assembly to monitor the pressure value in the pipeline in real time.

[0044] When driving at high speeds, the road surface is relatively smooth, and the suspension vibration amplitude is relatively small. To improve the efficiency of vibration energy recovery, a vibration amplification factor formula is introduced: .in, This is the vibration amplification factor, used to adjust the operating efficiency of the bidirectional pneumatic compressor; The damper's elastic coefficient is preset to a fixed value based on the characteristics of SUV suspension. The vibration force exerted by the road surface on the wheels; This is the equivalent mass of the suspension system. The purpose of this formula is to quantify the vibration intensity and dynamically adjust the transmission ratio of the bidirectional pneumatic compressor, thereby amplifying and converting small vibration energy and improving the utilization rate of the vibration recovery unit under high-speed conditions.

[0045] The decoupled regenerative braking unit's dual-degree-of-freedom decoupling mechanism optimizes transmission efficiency. For high-speed braking conditions (vehicle speeds exceeding 80 km / h), the control algorithm module adjusts the torque matching curve to prioritize maximizing braking kinetic energy conversion efficiency. Simultaneously, through formula... Calculate the recovery torque, where To recover torque for motor braking; This is the torque coefficient, calibrated according to the motor characteristics; This refers to the motor speed; This formula is used to precisely control the magnitude of the regenerative torque, balancing energy recovery efficiency and driving stability during high-speed braking, and preventing wheel lock-up due to excessive regenerative torque.

[0046] Adaptation implementation for other modules: The multi-dimensional perception and decision-making module enhances the collection and analysis of high-speed-related parameters such as vehicle speed, road friction coefficient, and wind resistance. Through a digital twin model pre-stored strategy library for typical high-speed driving conditions, it adjusts the dual-source energy recovery priority in real time: during high-speed constant-speed driving, suspension vibration recovery is prioritized; during high-speed braking, the decoupled braking energy recovery unit is activated first. The thermal-electric energy coordinated distribution module adjusts the energy distribution strategy to address battery heat dissipation needs during long-distance high-speed driving, allocating a portion of the recovered electrical energy to the battery cooling system, using a formula... Calculate the heat dissipation power, where The power required by the cooling system; This refers to the specific heat capacity of the battery. This refers to the total mass of the battery. The target cooling level for the battery ensures that it maintains its optimal operating temperature during high-speed driving.

[0047] The execution layer of the redundant safety module optimizes the response speed of the mechanical backup braking circuit, and the capacity of the supercapacitor emergency power supply in the energy layer is increased to ensure that the braking energy supply can be maintained for a longer time when the main battery fails during high-speed driving, thus meeting the high-speed braking safety requirements.

[0048] Example 3: Low-Temperature Environment New Energy Vehicle Energy Recovery System Low-temperature adaptation implementation of system modules: This embodiment addresses the driving requirements in low-temperature environments (such as northern winters) by implementing low-temperature protection and performance optimization for each module of the system. The high-pressure pipelines and control circuits of the dual-source recovery module are wrapped with cold-resistant insulation material to prevent pipeline brittleness and circuit aging caused by low temperatures; the bidirectional pneumatic compressor of the pneumatic suspension vibration recovery unit is equipped with a low-temperature preheating device to ensure normal start-up and operation at low temperatures.

[0049] The thermal-electric energy coordinated distribution module is the core optimization component of this embodiment, focusing on addressing the problem of low battery charging and discharging efficiency in low-temperature environments. This is achieved through formulas... Quantifying the low-temperature efficiency degradation of batteries, among which The actual charge and discharge efficiency of the battery at low temperatures; This represents the standard charge / discharge efficiency of a battery at room temperature. This is the temperature decay coefficient; The reference temperature is room temperature (preset to 25 degrees Celsius). This represents the current actual battery temperature. The purpose of this formula is to assess the impact of low temperatures on battery efficiency in real time, providing a basis for thermal-electrical energy distribution strategies.

[0050] Based on the above formula, the thermal-electric energy collaborative distribution module prioritizes transferring the braking waste heat generated by the decoupled braking energy recovery unit to the battery pack through an evaporative absorption heat transfer device. When the waste heat is insufficient, it supplements the heating by recovering electrical energy to ensure that the battery temperature is maintained above ten degrees Celsius. Simultaneously, an energy distribution formula is introduced. ,in Total recovery power; This is the sum of the charging power and heating power supplied to the battery; To supply power to auxiliary systems such as air conditioning and steering, and to achieve reasonable energy distribution at low temperatures.

[0051] Low-temperature optimization of redundant safety modules: The redundant safety module's sensing layer sensors are equipped with low-temperature antifreeze protection devices to prevent sensor failure due to freezing at low temperatures; the mechanical backup braking circuit of the execution layer is equipped with low-temperature brake fluid to improve braking response performance at low temperatures; the supercapacitor emergency power supply of the energy layer uses low-temperature capacitors to ensure normal power output even at minus forty degrees Celsius, ensuring braking safety under low-temperature conditions.

[0052] Specific implementation of energy recovery optimization methods for new energy vehicles: The optimization method of the present invention is based on the above-mentioned energy recovery optimization system and includes a multi-condition adaptive control method, an energy cascade utilization method, a calibration optimization method, and a driver behavior adaptation step. The execution flow of the method is described in detail below with reference to the above three embodiments.

[0053] Implementation of multi-condition adaptive control method: The multi-condition adaptive control method is used throughout the three embodiments, dynamically adjusting the strategy according to different operating conditions. In the urban commuting condition of Embodiment 1, road surface adaptive optimization identifies changes in road friction coefficient by analyzing the phase difference of wheel speed sensors. When a low friction coefficient road surface (such as a wet road surface in rainy weather) is detected, the electric motor power ratio is automatically reduced, and the high-frequency point braking mode of the vehicle electronic stability system is switched. Battery status adaptive optimization dynamically adjusts the charging current curve based on battery health and internal resistance changes to avoid the impact of energy recovery on battery life.

[0054] In the high-speed, long-distance driving condition of Example 2, road surface adaptive optimization focuses on monitoring changes in road surface smoothness and adjusting the operating state of the suspension vibration recovery unit; battery state adaptive optimization addresses the battery heating problem during long-distance high-speed driving by adjusting the charging current to reduce battery heat generation. In the low-temperature driving condition of Example 3, battery state adaptive optimization adjusts the charging strategy based on the aforementioned battery low-temperature efficiency formula, adopting a pulse charging method to improve battery charging efficiency at low temperatures.

[0055] Implementation of energy cascade utilization methods: The energy cascade utilization method follows a "three-level energy conversion and distribution process" in all three embodiments. In the first-level recovery stage, the kinetic energy of suspension vibration is converted into the potential energy of compressed air, which is directly supplied to auxiliary systems such as air suspension, reducing dependence on electricity. In the second-level recovery stage, braking kinetic energy is preferentially converted into electrical energy, and waste heat is treated as thermal energy for battery heating or cabin heating. In the third-level distribution stage, the stored energy is distributed to the drive, air conditioning, steering and other systems as needed according to the energy consumption requirements of the entire vehicle.

[0056] For example, in Embodiment 1, during urban commuting, the compressed air potential energy recovered in the first stage is preferentially supplied to the air suspension to adjust the vehicle height to adapt to bumpy roads; the electrical energy recovered in the second stage is fed into the battery pack, and the waste heat is used for heating the cabin in winter; the third stage dynamically adjusts the energy distribution ratio according to parameters such as braking frequency and remaining battery power to ensure a balance between driving experience and recovery efficiency.

[0057] Implementation of calibration optimization methods and driver behavior adaptation steps: The calibration and optimization method adopts a three-layer calibration system of "virtual-hardware-real vehicle," and all three embodiments complete parameter optimization through this system. The virtual layer constructs a digital twin model through simulation software, completes more than 100,000 Monte Carlo simulations, and optimizes the initial values ​​of parameters of each module; the hardware-in-the-loop layer simulates the extreme environment of the corresponding working condition (such as the simulation of a low temperature environment of minus 40 degrees Celsius in Embodiment 3) to verify the system stability; the real vehicle layer optimizes the spatial coupling relationship of parameters by conducting long-distance road tests covering typical road conditions of the corresponding working condition.

[0058] The driver behavior adaptation process involves collecting historical driver operation data through the in-vehicle system, including brake pedal pressure, frequency of application, and acceleration habits, to build a driver behavior profile model that identifies different driving styles, such as aggressive and steady driving. For aggressive driving styles, the regenerative braking ratio is dynamically increased; for steady driving styles, the coordination between coasting and vibration recovery is enhanced, adapting to different driver habits and improving the driving experience.

[0059] Beneficial effects The energy recovery optimization system and method for new energy vehicles of this invention have significant technological advancements and practical value compared to existing technologies. Their specific beneficial effects are as follows: This invention achieves multi-source energy recovery, significantly improving energy recovery efficiency and vehicle range. It integrates a pneumatic suspension vibration recovery unit and a decoupled braking energy recovery unit through a dual-source recovery module, overcoming the limitations of traditional single braking energy recovery systems. This allows for the simultaneous recovery of wasted vibration and braking energy during vehicle operation, forming a "dual-source complementary" recovery mode. The pneumatic suspension vibration recovery unit efficiently converts energy from bumpy urban roads and low-speed vibrations. The decoupled braking energy recovery unit, through a dual-degree-of-freedom decoupling mechanism and precise control algorithms, maximizes the conversion of braking energy. Both units are connected via a shared high-voltage energy storage and control link, reducing system redundancy and improving energy recovery continuity. Combined with an energy cascade utilization method, the recovered compressed air potential energy, electrical energy, and thermal energy are allocated according to priority and demand, significantly improving overall recovery efficiency compared to traditional single braking energy recovery systems. This effectively extends the driving range of new energy vehicles, making it particularly suitable for various operating conditions such as urban commuting and long-distance highway driving, reducing user range anxiety.

[0060] Optimizing battery operating status extends battery life and improves adaptability to extreme environments. The thermal-electric energy co-distribution module integrates an evaporative absorption heat transfer device, achieving dynamic complementarity between braking waste heat and recovered electrical energy. It can flexibly adjust energy distribution strategies based on battery temperature and remaining charge status. In low-temperature environments, braking waste heat is prioritized for battery pack heating, with any shortfall supplemented by recovered electrical energy. Combined with a battery low-temperature efficiency degradation quantification formula to guide charging strategy adjustments, this effectively addresses the issue of low battery charging and discharging efficiency in low-temperature environments, preventing battery damage due to low-temperature depletion or improper charging and discharging. During high-speed, long-distance driving, some recovered electrical energy can be used for the battery cooling system, maintaining the battery within its optimal operating temperature range and reducing the impact of high temperatures on battery performance. Simultaneously, the battery state adaptive optimization method dynamically adjusts the charging current curve based on battery health and internal resistance changes. A pulse charging strategy is used for aging batteries to further reduce the impact of recovered electrical energy on battery life, extend battery lifespan, and lower user operating costs.

[0061] Balancing energy recovery efficiency with driving safety and comfort, this system enhances the overall driving experience. The decoupled braking energy recovery unit of the dual-source recovery module is decoupled from the rigid coupling between the pedal and the hydraulic braking system. Combined with the redundant safety module's triple redundancy design of "sensing-execution-energy," it effectively avoids mutual interference between energy recovery and braking safety. The sensing layer reconstructs pedal intentions through multiple sensors, the execution layer sets up a mechanical backup braking circuit, and the energy layer is equipped with a supercapacitor emergency power supply to ensure braking reliability and a high level of braking safety even in the event of electronic control system failure or main battery malfunction. Simultaneously, the multi-dimensional perception and decision-making module integrates data from multiple sensors and combines it with a driver behavior profile model to dynamically adjust recovery priority, pedal gain curve, and recovery force gradient to adapt to different driving styles, such as aggressive and smooth driving. This avoids braking jerks and vehicle vibrations during energy recovery, balancing energy recovery efficiency with driving comfort and improving the user's driving experience.

[0062] The system features a modular and integrated structure, reducing vehicle manufacturing costs and maintenance complexity, and offering broad adaptability. The dual-source energy recovery module employs a modular integrated design, with the pneumatic suspension vibration recovery unit and the decoupled braking energy recovery unit connected via a shared rail, sharing high-voltage energy storage and control links. This reduces the number of redundant components, lowers vehicle weight and manufacturing costs, and facilitates installation and subsequent maintenance. The optimization method utilizes a three-layer calibration system of "virtual-hardware-real vehicle," enabling parameter optimization and adaptation for different vehicle models (such as urban commuter new energy sedans and highway long-distance new energy SUVs) and different operating environments (such as low-temperature and high-temperature environments). This requires no significant modifications to the core system structure, demonstrating strong adaptability and wide applicability to various new energy vehicles, exhibiting promising industrialization prospects and promotional value.

[0063] This system achieves tiered energy utilization and efficient allocation, enhancing the overall energy efficiency of the vehicle. A three-tiered conversion and allocation process—potential energy, thermal energy, and electrical energy—is established through tiered energy utilization. The first tier converts suspension vibrations into compressed air potential energy, directly supplying the auxiliary systems. The second tier prioritizes the conversion of braking kinetic energy into electrical energy and treats waste heat as thermal energy. The third tier allocates energy to the drive, air conditioning, and steering systems as needed based on the vehicle's energy consumption requirements, avoiding energy waste and achieving efficient and rational energy utilization. The dynamic priority adjustment strategy of the thermal-electric energy collaborative allocation module optimizes the energy allocation ratio in real time based on the vehicle's operating status, maximizing the utilization rate of recovered energy while meeting the operational needs of each system, further strengthening the energy-saving advantages of new energy vehicles.

[0064] The present invention and its embodiments have been described above. This description is not restrictive, and the accompanying drawings are only one embodiment of the present invention; the actual structure is not limited thereto. In conclusion, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the spirit of the invention, such designs should fall within the protection scope of the present invention.

Claims

1. A new energy vehicle energy recovery optimization system, characterized in that: The system includes a dual-source recovery module, a multi-dimensional sensing and decision-making module, a thermal-electric energy collaborative distribution module, and a redundant safety module. These modules are sequentially and electrically connected to construct an integrated architecture of "dual-source recovery + intelligent distribution + thermal-electric collaboration," enabling cascaded energy utilization across all operating conditions. The dual-source recovery module adopts a modular integrated design, including a pneumatic suspension vibration recovery unit and a decoupled braking energy recovery unit. These two units are connected via a common rail, sharing a high-voltage energy storage and control link to avoid redundancy across multiple systems. The multi-dimensional sensing and decision-making module is used to fuse data from multiple sensors and quickly output operating condition identification results and control strategies.

2. The new energy vehicle energy recovery optimization system according to claim 1, characterized in that: The pneumatic suspension vibration recovery unit includes a shock absorber piston, a bidirectional pneumatic compressor, a one-way valve group, and a high-pressure air tank. The shock absorber piston is integrated with the bidirectional pneumatic compressor. The one-way valve group is located between the bidirectional pneumatic compressor and the high-pressure air tank and is used to convert the kinetic energy of bumps into the potential energy of compressed air and store it in the high-pressure air tank. The high-pressure air tank can directly supply air to the air suspension or convert it into electrical energy through a pneumatic generator.

3. The new energy vehicle energy recovery optimization system according to claim 1, characterized in that: The decoupled braking energy recovery unit includes a two-degree-of-freedom decoupling mechanism and a control algorithm module. The two-degree-of-freedom decoupling mechanism decouples the pedal from the hydraulic system. The control algorithm module is used to divide the pedal stroke into multiple micro-segments to achieve precise matching of torque, speed and voltage.

4. The new energy vehicle energy recovery optimization system according to claim 1, characterized in that: The thermal-electric energy collaborative distribution module integrates an evaporative absorption heat conduction device, which is used to achieve dynamic complementarity between braking waste heat and recovered electrical energy, and dynamically adjust the energy distribution priority based on battery temperature and remaining power status.

5. The new energy vehicle energy recovery optimization system according to claim 1, characterized in that: The redundant safety module adopts a triple redundancy design of "sensing-execution-energy", including a sensing layer, an execution layer and an energy layer. The sensing layer reconstructs the pedal intention through multiple sensors, the execution layer is equipped with a mechanical backup braking circuit, and the energy layer is equipped with a supercapacitor emergency power supply to ensure braking safety.

6. An optimization method based on the new energy vehicle energy recovery optimization system according to any one of claims 1 to 5, characterized in that: The system includes a multi-condition adaptive control method, an energy cascade utilization method, and a calibration optimization method. The multi-condition adaptive control method dynamically adjusts the energy recovery priority of the dual-source recovery module and the energy allocation strategy of the thermal-electric energy collaborative allocation module based on the operating condition data output by the multi-dimensional perception and decision module, thereby achieving a balance between recovery efficiency, driving experience, and driving safety under different operating conditions. The energy cascade utilization method establishes a multi-level energy conversion mechanism to perform graded recovery and on-demand allocation of suspension vibration kinetic energy and braking kinetic energy. The calibration optimization method optimizes the parameter coupling relationship through a multi-layer calibration system, thereby improving system stability and adaptability.

7. The energy recovery optimization method for new energy vehicles according to claim 6, characterized in that: The multi-condition adaptive control method includes road surface adaptive optimization and battery state adaptive optimization. The road surface adaptive optimization identifies changes in the road friction coefficient by analyzing the phase difference of the wheel speed sensor and adjusts the electric motor power ratio and braking mode. The battery state adaptive optimization dynamically adjusts the charging current curve based on the battery health and internal resistance changes to reduce the impact of recovered energy on battery life.

8. The energy recovery optimization method for new energy vehicles according to claim 6, characterized in that: The energy cascade utilization method includes a three-level energy conversion and distribution process. The first level of recovery converts suspension vibration into compressed air potential energy and supplies it directly to the auxiliary system. The second level of recovery prioritizes the conversion of braking kinetic energy into electrical energy and treats waste heat into thermal energy. The third level of distribution allocates the stored energy to each electrical system as needed according to the energy consumption requirements of the vehicle.

9. The energy recovery optimization method for new energy vehicles according to claim 6, characterized in that: The calibration optimization method adopts a three-layer calibration system of "virtual-hardware-real vehicle". The virtual layer completes the simulation calibration through digital twin model, the hardware-in-the-loop layer simulates extreme environment to verify the system stability, and the real vehicle layer optimizes the parameter spatial coupling relationship through long-distance road test.

10. The energy recovery optimization method for new energy vehicles according to claim 6, characterized in that: The optimization method also includes a driver behavior adaptation step, which constructs a driver behavior profile model based on historical operation data, identifies driving styles, and dynamically adjusts the pedal gain curve and regenerative braking gradient to adapt to different driving habits.

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