Braking energy recovery method and system based on energy conversion

Abstract

The invention relates to the technical field of vehicle energy recovery, in particular to a braking energy recovery method and system based on energy conversion, and the method comprises the following steps: carrying out energy recovery state judgment based on a current battery energy storage state value to obtain a current energy recovery state; if yes, emergency degree analysis is conducted on the target running vehicle through the current braking strength and the current running speed, the current braking emergency degree is obtained, recovery braking force and mechanical braking force are obtained according to the current braking emergency degree, braking force distribution is conducted according to the recovery braking force and the mechanical braking force, and a target braking vehicle is obtained; otherwise, direct mechanical braking force is obtained, braking force distribution is conducted through the direct mechanical braking force, and the target braking vehicle is obtained. According to the invention, the adaptability and safety of the energy recovery system in different environments and driving scenes can be improved, and the energy recovery efficiency is enhanced.

Description

Technical Field

[0001] This invention relates to the field of vehicle energy recovery technology, and in particular to a braking energy recovery method and system based on energy conversion. Background Technology

[0002] Braking energy recovery technology is one of the core technologies of electric vehicles and hybrid vehicles. Its importance lies in its ability to efficiently convert the kinetic energy dissipated during vehicle braking into electrical energy and feed it back to the power battery, thereby directly improving the energy utilization rate and driving range of the whole vehicle. In the context of addressing global energy challenges and environmental protection needs, optimizing this technology plays a key role in promoting energy conservation and emission reduction in the automotive industry and achieving sustainable development goals. It is also an important link in improving the overall performance and driving quality of vehicles.

[0003] Traditional regenerative braking methods are typically based on a fixed battery threshold and a simple braking force distribution ratio. Their drawback is that they cannot dynamically adjust the safe recovery window according to the battery temperature and their judgment of braking urgency is not accurate enough, making it difficult to balance ensuring braking safety with maximizing energy recovery. Summary of the Invention

[0004] This invention provides a braking energy recovery method based on energy conversion and a computer-readable storage medium. Its main purpose is to improve the adaptability and safety of the energy recovery system under different environments and driving scenarios, and to enhance the efficiency of energy recovery.

[0005] To achieve the above objectives, the present invention provides a braking energy recovery method based on energy conversion, comprising: Receive vehicle braking command, identify the target vehicle based on the vehicle braking command, and obtain the target vehicle's current braking intensity, current driving speed, and current battery energy storage status value; The energy recovery status is determined based on the current battery energy storage state value, and the current energy recovery status is obtained, which is either a non-recoverable state or a recoverable state. If the current energy recovery state is recoverable, then the current braking intensity and current driving speed are used to analyze the urgency of the target vehicle to obtain the current braking urgency. The braking force is calculated based on the current braking urgency and current braking intensity to obtain the regenerative braking force and mechanical braking force. The target vehicle is braked by distributing braking force to the target vehicle based on the regenerative braking force and the mechanical braking force. The target vehicle includes a front axle braking system, which includes a mechanical braking system and a regenerative braking system. If the current energy recovery state is non-recoverable, the direct mechanical braking force is calculated based on the current braking urgency and braking intensity. By utilizing direct mechanical braking force to distribute braking force to the target vehicle, the target vehicle is braked, thus completing brake energy recovery based on energy conversion.

[0006] Optionally, the step of determining the energy recovery status based on the current battery energy storage state value to obtain the current energy recovery status includes: Determine the vehicle power battery of the target vehicle, and set the original SOC overcharge protection threshold and the original SOC puncture protection threshold based on the vehicle power battery. Obtain the current driving temperature, and use the current driving temperature to correct the original SOC overcharge protection threshold and the original SOC puncture protection threshold to obtain the target SOC overcharge protection threshold and the target SOC puncture protection threshold. Compare the current battery state of energy value, the target SOC overcharge protection threshold, and the target SOC puncture protection threshold; If the current battery state of energy is greater than the target SOC overcharge protection threshold or less than the target SOC puncture protection threshold, then the non-recoverable state is recorded as the current energy recovery state. Otherwise, record the recyclable state as the current energy recovery state.

[0007] Optionally, the step of performing an emergency analysis on the target vehicle using the current braking intensity and current driving speed to obtain the current braking emergency includes: Based on the vehicle braking command, the preceding vehicle speed set and the preceding braking intensity set of the target vehicle are obtained, wherein the preceding vehicle speed in the preceding vehicle speed set and the preceding braking intensity in the preceding braking intensity set correspond one-to-one. Calculate the initial braking urgency based on the current driving speed and current braking intensity; The initial braking urgency is continuously corrected by using the preceding vehicle speed set and the preceding braking intensity set to obtain the current braking urgency.

[0008] Optionally, the step of continuously correcting the initial braking urgency using the preceding vehicle speed set and the preceding braking intensity set to obtain the current braking urgency includes: The continuous speed difference is calculated on the set of preceding vehicle speeds to obtain a continuous speed difference set, which includes multiple continuous speed differences, and each continuous speed difference corresponds to two preceding vehicle speeds. The rate of change of the continuous speed difference set is calculated to obtain the rate of change of the speed difference. The rate of change of intensity difference is obtained based on the preceding braking intensity set; The rate of change of velocity difference and the rate of change of strength difference are normalized to obtain the normalized rate of change of velocity and the normalized rate of change of strength. The initial braking urgency is numerically adjusted using the normalized rate of change of velocity and the normalized rate of change of intensity to obtain the current braking urgency.

[0009] Optionally, the step of calculating the initial braking urgency based on the current driving speed and current braking intensity includes: The risk level is calculated based on the current driving speed to obtain the driving risk level. The driving risk level is then corrected by braking intensity using the current braking intensity to obtain the basic braking emergency level. Obtain the vehicle adaptive braking intensity curve of the target vehicle, where the horizontal axis of the vehicle adaptive braking intensity curve represents the vehicle braking speed difference, and the vertical axis of the vehicle adaptive braking intensity curve represents the vehicle average braking intensity. The braking start speed is determined based on the vehicle braking command, and the difference between the braking start speed and the current driving speed is calculated. The braking intensity is indexed on the vehicle's adaptive braking intensity curve using the current braking speed difference to obtain the current average braking intensity; Calculate the braking intensity deviation factor based on the current average braking intensity and the current braking intensity; The user-subjective braking correction is performed on the basic braking urgency based on the braking intensity deviation factor to obtain the initial braking urgency.

[0010] Optionally, obtaining the adaptive braking intensity curve of the target vehicle includes: Determine the historical braking command, and based on the historical braking command, determine the historical braking start speed of the target vehicle; Construct a historical braking dataset based on historical braking start speeds; Return to the step of determining historical braking commands until the number of historical braking datasets is not less than the preset number of datasets; By aggregating historical braking datasets, multiple historical braking datasets are obtained; Curves are constructed based on multiple historical braking datasets to obtain the vehicle's adaptive braking intensity curve.

[0011] Optionally, constructing the historical braking dataset based on historical braking start speed includes: Braking parameters of the target vehicle are monitored to obtain historical braking speed and historical braking intensity. The historical braking speed difference is calculated by taking the speed difference between the historical braking start speed and the historical braking travel speed. By combining the differences between historical braking intensity and historical braking speed, historical braking data is obtained. Determine whether a preset stop braking command has been received; If no stop braking command is received, return to the step of monitoring the braking parameters of the target vehicle until a stop braking command is received. If a stop braking command is received, the historical braking data is aggregated to obtain a historical braking dataset.

[0012] Optionally, the step of constructing a curve based on multiple historical braking datasets to obtain the vehicle's adaptive braking intensity curve includes: Based on multiple historical braking datasets, the speed difference range is extracted to obtain the historical speed difference range; The historical speed difference range is divided into ranges to obtain a set of divided speed difference ranges, which includes multiple divided speed difference ranges. For each range of speed difference in the set of ranges, perform the following operation: Based on the division of speed difference range, the braking intensity index is performed in multiple historical braking datasets to obtain the braking intensity set within the range, which includes multiple braking intensities within the range; The average braking intensity of the vehicle is obtained by averaging the braking intensity set within the range. The average braking intensity of vehicles corresponding to each range of speed differences is summarized to obtain the set of average braking intensity of vehicles; Midpoint identification is performed on the set of divided speed difference ranges to obtain the set of vehicle braking speed differences; The adaptive braking intensity curve of the vehicle is obtained by curve fitting based on the vehicle braking speed difference set and the vehicle average braking intensity set.

[0013] Optionally, the step of calculating the braking force based on the current braking urgency and current braking intensity to obtain the regenerative braking force and mechanical braking force includes: Calculate the current braking force requirement based on the current braking intensity and the preset vehicle weight; The current braking force demand is input into the pre-constructed braking force distribution curve to obtain the braking force distribution coefficient. The front axle braking force is calculated based on the braking force distribution coefficient and the current braking force demand. The regenerative braking allocation coefficient is calculated based on the current braking urgency and the preset switching braking urgency, whereby the regenerative braking allocation coefficient is expressed as:

[0014] in, Indicates the regenerative braking distribution coefficient. This represents an exponential function with the natural constant as its base. This indicates the preset adjustable coefficient. Indicates the current braking urgency. Indicates the switching of braking urgency; The regenerative braking force and mechanical braking force are calculated based on the regenerative braking distribution coefficient and the front axle braking force.

[0015] To achieve the above objectives, the present invention also provides a braking energy recovery system based on energy conversion, comprising: The braking command receiving module is used to receive vehicle braking commands, identify the target vehicle based on the vehicle braking commands, and obtain the target vehicle's current braking intensity, current driving speed, and current battery energy storage status value. The braking urgency calculation module is used to determine the energy recovery status based on the current battery energy storage state value to obtain the current energy recovery status. The current energy recovery status is either non-recoverable or recoverable. If the current energy recovery status is recoverable, the current braking intensity and current driving speed are used to perform an urgency analysis on the target vehicle to obtain the current braking urgency. The regenerative braking distribution module is used to calculate the braking force based on the current braking urgency and the current braking intensity, to obtain the regenerative braking force and the mechanical braking force, and to distribute the braking force to the target vehicle based on the regenerative braking force and the mechanical braking force, to obtain the target braking vehicle. The target vehicle contains a front axle braking system, and the front axle braking system includes a mechanical braking system and a regenerative braking system. The mechanical brake distribution module is used to calculate the direct mechanical braking force based on the current braking urgency and current braking intensity, and then distribute the braking force to the target vehicle to obtain the target braking vehicle.

[0016] To address the above problems, the present invention also provides an electronic device, the electronic device comprising: Memory, storing at least one instruction; The processor executes the instructions stored in the memory to implement the above-described energy conversion-based braking energy recovery method.

[0017] To address the aforementioned problems, the present invention also provides a computer-readable storage medium storing at least one instruction, which is executed by a processor in an electronic device to implement the above-described energy conversion-based braking energy recovery method.

[0018] To address the problems described in the background art, this invention first determines the energy recovery state based on the current battery state of energy (SOC) value. This step involves introducing a target SOC overcharge and puncture protection threshold, corrected for the current driving temperature, to assess the feasibility of energy recovery. Compared to methods using only a fixed SOC threshold, this approach more accurately adapts to the battery's electrochemical characteristics under different ambient temperatures. If the current energy recovery state is recoverable, an urgency analysis of the target vehicle is performed using the current braking intensity and driving speed to determine the current braking urgency. This step considers not only the current speed and braking intensity but also the trends in speed and braking intensity after braking begins, and incorporates a vehicle adaptive braking intensity curve reflecting individual driving habits for calculation. Compared to urgency determination methods based solely on preset fixed thresholds or current instantaneous values, this approach provides a more precise and personalized quantification of braking urgency. A more reliable distinction between conventional braking and emergency braking provides a crucial and accurate basis for subsequent intelligent distribution of braking force. Braking force is calculated based on the current braking urgency and intensity to obtain regenerative braking force and mechanical braking force. This step allows the distribution ratio of regenerative braking force and mechanical braking force to smoothly and adaptively change with the urgency. During conventional braking, regenerative braking force is prioritized to maximize energy recovery efficiency, while during emergency braking, the proportion of mechanical braking force is automatically and quickly increased to ensure braking performance and safety. This achieves a dynamic and refined balance between braking safety and energy recovery economy, superior to traditional fixed-ratio or simple segmented distribution strategies. If the current energy recovery state is non-recoverable, mechanical braking force is directly calculated based on the current braking urgency and intensity. This step prioritizes the absolute safety of the battery and vehicle, preventing the risks that may arise from energy recovery under unsafe conditions. Therefore, this invention can improve the adaptability and safety of the energy recovery system in different environments and driving scenarios, and enhance the efficiency of energy recovery. Attached Figure Description

[0019] Figure 1 This is a schematic flowchart of a braking energy recovery method based on energy conversion provided in an embodiment of the present invention; Figure 2 A functional block diagram of a braking energy recovery system based on energy conversion provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of an electronic device that implements the energy conversion-based braking energy recovery method according to an embodiment of the present invention.

[0020] Explanation of reference numerals in the attached figures: 10. Electronic device; 11. Processor; 12. Memory; 13. Bus.

[0021] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0022] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0023] This application provides a braking energy recovery method based on energy conversion. The executing entity of the braking energy recovery method based on energy conversion includes, but is not limited to, at least one of the following electronic devices that can be configured to execute the method provided in this application embodiment: a server, a terminal, etc. In other words, the braking energy recovery method based on energy conversion can be executed by software or hardware installed on a terminal device or a server device, and the software can be a blockchain platform. The server includes, but is not limited to, a single server, a server cluster, a cloud server, or a cloud server cluster.

[0024] Reference Figure 1 The diagram shown is a schematic flowchart of a braking energy recovery method based on energy conversion according to an embodiment of the present invention. In this embodiment, the braking energy recovery method based on energy conversion includes: S1. Receive vehicle braking command, identify the target vehicle based on the vehicle braking command, and obtain the target vehicle's current braking intensity, current driving speed, and current battery energy storage status value.

[0025] Understandably, the vehicle braking command refers to a user-initiated command to brake the currently driven vehicle. For example, if a user presses the brake pedal, it is considered that the user has initiated a vehicle braking command. The target vehicle refers to the vehicle affected by the vehicle braking command. The current braking intensity refers to the magnitude of the braking force applied by the driver at a certain moment after receiving the vehicle braking command, for example, expressed as the percentage of brake pedal opening (e.g., 50%). The current driving speed refers to the speed at which the target vehicle is moving forward at a certain moment after receiving the vehicle braking command. The current battery state of energy value refers to a parameter representing the current remaining charge of the target vehicle's power battery at a certain moment after receiving the vehicle braking command. Preferably, the current battery state of energy value is expressed as the State of Charge (SOC) of the vehicle's power battery, for example, 80%. The current braking intensity, current driving speed, and current battery state of energy value are all collected at the same time.

[0026] S2. Determine the energy recovery status based on the current battery energy storage state value to obtain the current energy recovery status, where the current energy recovery status is either non-recoverable or recoverable.

[0027] It is clear that the current energy recovery state refers to the determination result obtained after energy recovery state judgment, indicating whether the battery of the target vehicle can be charged. The non-recoverable state refers to a state where the current energy storage value of the vehicle's power battery is too high or too low, exceeding the safe charging range; in this case, only mechanical braking can be used. The recoverable state refers to a state where the current energy storage value of the vehicle's power battery is within the safe range allowing for receiving charging energy; in this case, energy recovery braking can be activated to convert some braking energy into electrical energy for storage.

[0028] Specifically, the step of determining the energy recovery status based on the current battery energy storage state value to obtain the current energy recovery status includes: Determine the vehicle power battery of the target vehicle, and set the original SOC overcharge protection threshold and the original SOC puncture protection threshold based on the vehicle power battery. Obtain the current driving temperature, and use the current driving temperature to correct the original SOC overcharge protection threshold and the original SOC puncture protection threshold to obtain the target SOC overcharge protection threshold and the target SOC puncture protection threshold. Compare the current battery state of energy value, the target SOC overcharge protection threshold, and the target SOC puncture protection threshold; If the current battery state of energy is greater than the target SOC overcharge protection threshold or less than the target SOC puncture protection threshold, then the non-recoverable state is recorded as the current energy recovery state. Otherwise, record the recyclable state as the current energy recovery state.

[0029] It should be explained that the vehicle power battery refers to the high-voltage power battery pack of the target vehicle. This vehicle power battery provides electrical energy to the vehicle's drive motor and on-board high-voltage electrical appliances, and also serves as a storage unit for regenerative braking energy recovery. The original SOC overcharge protection threshold refers to an upper limit value of the state of charge set to prevent battery overcharging. If the current battery energy storage value exceeds this threshold, the BMS (Battery Management System) will prohibit or strictly limit any form of charging behavior, including regenerative braking charging, to ensure that the battery voltage of the vehicle power battery does not exceed the safe upper limit, avoiding damage to battery life and the risk of thermal runaway. The original SOC puncture protection threshold refers to an upper limit value of the state of charge set to prevent the vehicle power battery from over-discharging. When a vehicle's power battery is near full charge (i.e., when its current state of energy (SOC) is high), continued charging may cause the individual cell voltages to exceed the battery's safety limit, leading to overcharging. Overcharging can damage battery life and, in extreme cases, may cause thermal runaway, posing a safety hazard. Conversely, when the battery's SOC is low (i.e., when its current SOC is low), the battery is in a deep discharge state. Performing high-current regenerative braking charging at this time can exacerbate uneven lithium-ion deposition at the negative electrode, potentially forming lithium dendrites that can puncture the separator and cause a short circuit, severely damaging the battery's health and safety. Therefore, the aforementioned original SOC overcharge protection threshold and original SOC puncture protection threshold are introduced. This allows for the proactive shutdown of energy recovery when the battery's charge is in the dangerous range of excessively high or low levels, prioritizing the battery's intrinsic safety and long lifespan. These original SOC overcharge protection thresholds and original SOC puncture protection thresholds are provided by the battery manufacturer.

[0030] It should be explained that the chemical activity, internal resistance, maximum acceptable charging power, and safety window of a vehicle's power battery will change under different ambient temperatures. Therefore, the aforementioned current driving temperature is introduced, which refers to the temperature detected by the temperature sensor located inside the vehicle's power battery. The target SOC overcharge protection threshold and target SOC puncture protection threshold refer to the original SOC overcharge protection threshold and original SOC puncture protection threshold after correction, respectively. The correction method is as follows: based on the current driving temperature, the overcharge protection threshold adjustment ratio and puncture protection threshold adjustment ratio are looked up in a preset one-dimensional temperature-threshold table. The overcharge protection threshold adjustment ratio and puncture protection threshold adjustment ratio are multiplied by the original SOC overcharge protection threshold and original SOC puncture protection threshold, respectively, to obtain the target SOC overcharge protection threshold and target SOC puncture protection threshold. The one-dimensional temperature-threshold table is a table showing the relationship between the current driving temperature and the overcharge protection threshold adjustment ratio and puncture protection threshold adjustment ratio. Each current driving temperature corresponds to an overcharge protection threshold adjustment ratio and a puncture protection threshold adjustment ratio. This one-dimensional temperature-threshold table is obtained by relevant engineers through testing the vehicle power battery of the target driving vehicle at different temperatures.

[0031] S3. If the current energy recovery state is recoverable, then the current braking intensity and current driving speed are used to analyze the urgency of the target vehicle to obtain the current braking urgency.

[0032] Understandably, the current braking urgency refers to a numerical value that quantifies the degree of braking urgency when the target vehicle is braking. The higher the current braking urgency, the higher the current danger level of the target vehicle or the stronger the driver's intention to brake.

[0033] In detail, the step of performing an emergency analysis on the target vehicle using the current braking intensity and current driving speed to obtain the current braking emergency includes: Based on the vehicle braking command, the preceding vehicle speed set and the preceding braking intensity set of the target vehicle are obtained, wherein the preceding vehicle speed in the preceding vehicle speed set and the preceding braking intensity in the preceding braking intensity set correspond one-to-one. Calculate the initial braking urgency based on the current driving speed and current braking intensity; The initial braking urgency is continuously corrected by using the preceding vehicle speed set and the preceding braking intensity set to obtain the current braking urgency.

[0034] It is clear that the preceding vehicle speed set refers to a collection of multiple preceding vehicle speeds. The preceding vehicle speed refers to a certain speed of the target vehicle recorded from the time the vehicle braking command is received to the current time. For example, the time when the vehicle braking command is received is time A, and the current braking intensity, current driving speed, and current battery energy storage state value are the braking intensity, driving speed, and energy storage state value collected at time B. Here, time A is before time B. Between time A and time B, the preceding vehicle speed set and preceding braking intensity set of the target vehicle are recorded as (D1, D2, D3) and (E1, E2, E3), respectively. If the time when the above-mentioned current braking intensity, current driving speed, and current battery energy storage state value are collected is the same as the time when the vehicle braking command is received, that is, time B is equal to time A, then the above-mentioned preceding vehicle speed set and preceding braking intensity set are both empty sets, and at this time the current braking urgency is the initial braking urgency.

[0035] Furthermore, introducing the aforementioned preceding vehicle speed set and preceding braking intensity set enables dynamic trend analysis of the braking process, thereby more accurately determining the driver's true braking intention and urgency level. Judging solely based on a single speed and braking intensity value at the current moment is easily affected by signal noise or instantaneous fluctuations, and it is impossible to distinguish whether the driver has performed a sudden emergency braking or a continuous, linear, gradual braking. By introducing the preceding vehicle speed set and preceding braking intensity set after the braking command is triggered, dynamic characteristics such as the changing trend of vehicle deceleration and the rate of change of brake pedal opening can be calculated. For example, if the preceding vehicle speed set and preceding braking intensity set show that the vehicle speed is rapidly decreasing and the braking intensity is continuously and sharply increasing, it indicates that the driver is performing a very urgent braking operation. Conversely, if the speed decreases gradually and the braking intensity is stable, it is considered normal braking.

[0036] In detail, the step of continuously correcting the initial braking urgency using the preceding vehicle speed set and the preceding braking intensity set to obtain the current braking urgency includes: The continuous speed difference is calculated on the set of preceding vehicle speeds to obtain a continuous speed difference set, which includes multiple continuous speed differences, and each continuous speed difference corresponds to two preceding vehicle speeds. The rate of change of the continuous speed difference set is calculated to obtain the rate of change of the speed difference. The rate of change of intensity difference is obtained based on the preceding braking intensity set; The rate of change of velocity difference and the rate of change of strength difference are normalized to obtain the normalized rate of change of velocity and the normalized rate of change of strength. The initial braking urgency is numerically adjusted using the normalized rate of change of velocity and the normalized rate of change of intensity to obtain the current braking urgency.

[0037] It should be explained that the set of continuous driving speed differences refers to a set of multiple continuous driving speed differences. The continuous driving speed difference refers to the difference between two adjacent preceding vehicle speeds in the preceding vehicle speed set. For example, if the preceding vehicle speed set is (110km / h, 105km / h, 100km / h, 90km / h), then the set of continuous driving speed differences is (110km / h-105km / h=5km / h, 105km / h-100km / h=5km / h, 100km / h-90km / h=10km / h). The speed difference change rate refers to the average rate of change of the continuous speed difference within a unit of time in a continuous driving speed difference set. If the speed difference change rate is positive and the larger the rate of change, the faster the continuous speed difference in the continuous driving speed difference set increases. This indicates that the target vehicle's speed is decreasing faster, i.e., the current braking urgency is greater. Conversely, if the speed difference change rate is negative and the rate of change is small, the continuous speed difference in the continuous driving speed difference set increases slower. This indicates that the target vehicle's speed is decreasing slower, i.e., the current braking urgency is smaller.

[0038] Understandably, the calculation method for the rate of change of speed difference is as follows: First, determine the middle speed difference in the set of continuous driving speed differences. The middle speed difference is the middle value of the continuous driving speed difference set. If there are two continuous driving speed differences in the middle position, then the average of these two continuous driving speed differences is taken as the middle speed difference. The rate of change of speed difference is then calculated as follows. ,in, Indicates the rate of change of the velocity difference. This represents the consecutive speed differences that are clustered at the last position in the sequence. This represents the intermediate speed difference. This indicates the consecutive speed differences that are ranked first among the consecutive speed differences. The larger the value, the faster the target vehicle decelerates, meaning the greater the rate of change of the speed difference. This indicates the time span corresponding to the continuous driving speed difference set.

[0039] Furthermore, the aforementioned rate of change of intensity difference represents the rate of change of the intensity of the driver pressing the brake pedal. The calculation method for this rate of change of intensity difference is the same as that for the rate of change of speed difference, and will not be repeated here. The normalized rate of change of speed and the normalized rate of change of intensity refer to the normalized rates of change of speed difference and intensity difference, respectively. Normalization can be performed using methods such as maximum / minimum value normalization or Z-score normalization. The specific method for numerically adjusting the initial braking urgency using the normalized rate of change of speed and the normalized rate of change of intensity is as follows: ,in, Indicates the current braking urgency. Indicates the initial braking urgency. Indicates the rate of change of the velocity difference. This represents the rate of change of the strength difference.

[0040] Specifically, the calculation of the initial braking urgency based on the current driving speed and current braking intensity includes: The risk level is calculated based on the current driving speed to obtain the driving risk level. The driving risk level is then corrected by braking intensity using the current braking intensity to obtain the basic braking emergency level. Obtain the vehicle adaptive braking intensity curve of the target vehicle, where the horizontal axis of the vehicle adaptive braking intensity curve represents the vehicle braking speed difference, and the vertical axis of the vehicle adaptive braking intensity curve represents the vehicle average braking intensity. The braking start speed is determined based on the vehicle braking command, and the difference between the braking start speed and the current driving speed is calculated. The braking intensity is indexed on the vehicle's adaptive braking intensity curve using the current braking speed difference to obtain the current average braking intensity; Calculate the braking intensity deviation factor based on the current average braking intensity and the current braking intensity; The user-subjective braking correction is performed on the basic braking urgency based on the braking intensity deviation factor to obtain the initial braking urgency.

[0041] It should be explained that the driving hazard level refers to a numerical value that quantifies the current driving hazard level. The faster the current driving speed, the higher the driving hazard level. The driving hazard level is calculated by dividing the current driving speed by the maximum driving speed of the target vehicle. The basic braking urgency level refers to a preliminary urgency level value calculated by combining the driving hazard level and the braking intensity applied by the driver. Specifically, the braking intensity correction of the driving hazard level using the current braking intensity means multiplying the current braking intensity by the driving hazard level. The vehicle adaptive braking intensity curve refers to a curve that represents the relationship between the vehicle braking speed difference and the vehicle's average braking intensity. The specific construction method of this vehicle adaptive braking intensity curve will be described in detail in subsequent embodiments.

[0042] Furthermore, the braking start speed refers to the speed of the target vehicle when a braking command is received. The current braking speed difference refers to the difference between the braking start speed and the current speed. The current average braking intensity refers to the average braking intensity of the vehicle corresponding to the coordinate point on the vehicle adaptive braking intensity curve where the horizontal axis is the current braking speed difference. This current average braking intensity represents the average braking intensity applied by the driver during past driving processes when the vehicle speed difference is near the current braking speed difference. This current average braking intensity reflects the driver's normal braking habits in similar deceleration scenarios. If the current braking intensity exceeds this current average braking intensity, it indicates that the driver wants the target vehicle to decelerate at a faster rate than usual, meaning the driver's braking intention is stronger, and the initial braking urgency should be higher than the basic braking urgency. The braking intensity deviation factor refers to the numerical value of the deviation of the current braking intensity from the current average braking intensity. The calculation method for the braking intensity deviation factor is as follows: ,in, Indicates the braking intensity deviation factor. Indicates the current braking intensity. This represents the current average braking intensity. The correction formula for the user-subjective braking correction of the basic braking urgency based on the braking intensity deviation factor is as follows: ,in, Indicates the basic braking urgency.

[0043] Specifically, obtaining the adaptive braking intensity curve of the target vehicle includes: Determine the historical braking command, and based on the historical braking command, determine the historical braking start speed of the target vehicle; Construct a historical braking dataset based on historical braking start speeds; Return to the step of determining historical braking commands until the number of historical braking datasets is not less than the preset number of datasets; By aggregating historical braking datasets, multiple historical braking datasets are obtained; Curves are constructed based on multiple historical braking datasets to obtain the vehicle's adaptive braking intensity curve.

[0044] It is clear that the historical braking command refers to the braking command received in previous periods. The historical braking start speed refers to the speed of the target vehicle when the historical braking command is received. The method for obtaining the historical braking dataset will be described in subsequent embodiments. The number of datasets refers to the number of historical braking datasets set manually. When the number of historical braking datasets reaches this number, it indicates that a large amount of driving habit data of the driver has been obtained, which can be used to construct the vehicle's adaptive braking intensity curve. The aforementioned historical braking commands, historical braking start speeds, and historical braking datasets are recorded and stored by the target vehicle during daily driving.

[0045] Specifically, the construction of the historical braking dataset based on historical braking start speed includes: Braking parameters of the target vehicle are monitored to obtain historical braking speed and historical braking intensity. The historical braking speed difference is calculated by taking the speed difference between the historical braking start speed and the historical braking travel speed. By combining the differences between historical braking intensity and historical braking speed, historical braking data is obtained. Determine whether a preset stop braking command has been received; If no stop braking command is received, return to the step of monitoring the braking parameters of the target vehicle until a stop braking command is received. If a stop braking command is received, the historical braking data is aggregated to obtain a historical braking dataset.

[0046] It should be explained that the historical braking speed refers to the speed of the target vehicle collected at a certain moment after receiving the historical braking command. The historical braking intensity refers to the braking intensity applied by the driver to the target vehicle collected at a certain moment after receiving the historical braking command. The historical braking speed difference refers to the difference between the historical braking start speed and the historical braking speed. The historical braking data refers to the data set composed of historical braking intensity and historical braking speed difference. The stop braking command refers to the command initiated by the driver to stop braking; for example, when the driver stops pressing the brake pedal, it can be considered that the driver has initiated the stop braking command.

[0047] In detail, the process of constructing curves based on multiple historical braking datasets to obtain the vehicle's adaptive braking intensity curve includes: Based on multiple historical braking datasets, the speed difference range is extracted to obtain the historical speed difference range; The historical speed difference range is divided into ranges to obtain a set of divided speed difference ranges, which includes multiple divided speed difference ranges. For each range of speed difference in the set of ranges, perform the following operation: Based on the division of speed difference range, the braking intensity index is performed in multiple historical braking datasets to obtain the braking intensity set within the range, which includes multiple braking intensities within the range; The average braking intensity of the vehicle is obtained by averaging the braking intensity set within the range. The average braking intensity of vehicles corresponding to each range of speed differences is summarized to obtain the set of average braking intensity of vehicles; Midpoint identification is performed on the set of divided speed difference ranges to obtain the set of vehicle braking speed differences; The adaptive braking intensity curve of the vehicle is obtained by curve fitting based on the vehicle braking speed difference set and the vehicle average braking intensity set.

[0048] It should be explained that the historical speed difference range refers to the numerical range of historical braking speed differences extracted from multiple historical braking datasets. The set of segmented speed difference ranges refers to the set of multiple sub-intervals obtained after dividing the historical speed difference range. Dividing the historical speed difference range means discretizing the continuous historical speed difference range into several continuous, non-overlapping intervals. For example, if the historical speed difference range is 0 to 100 km / h, using an equal-width segmentation method, setting the interval width to 10 km / h, then the set of segmented speed difference ranges is: [0, 10), [10, 20), ..., [90, 100] (unit: km / h). The set of braking intensity within the range refers to the set of all historical braking intensities corresponding to each historical braking speed difference within the segmented speed difference range in multiple historical braking datasets. The average vehicle braking intensity refers to the average braking intensity of all ranges within the set of braking intensity within the range. The vehicle braking speed difference set refers to a collection of multiple vehicle braking speed differences, where each vehicle braking speed difference refers to the midpoint of a specific range within the set of speed difference ranges. The curve fitting steps described above can be performed using algorithms or methods such as least squares polynomial fitting and piecewise linear interpolation.

[0049] S4. Calculate the braking force based on the current braking urgency and braking intensity to obtain the recovery braking force and mechanical braking force.

[0050] It is clear that the regenerative braking force refers to the force generated by the regenerative braking system of the target vehicle, which decelerates the vehicle by converting its kinetic energy into electrical energy and storing it in the vehicle's battery. The mechanical braking force refers to the force generated by the mechanical braking system of the target vehicle, which decelerates the vehicle by consuming its kinetic energy through the friction between the brake pads and the brake disc / drum.

[0051] In detail, the calculation of braking force based on the current braking urgency and current braking intensity to obtain the regenerative braking force and mechanical braking force includes: Calculate the current braking force requirement based on the current braking intensity and the preset vehicle weight; The current braking force demand is input into the pre-constructed braking force distribution curve to obtain the braking force distribution coefficient. The front axle braking force is calculated based on the braking force distribution coefficient and the current braking force demand. The regenerative braking allocation coefficient is calculated based on the current braking urgency and the preset switching braking urgency, whereby the regenerative braking allocation coefficient is expressed as:

[0052] in, Indicates the regenerative braking distribution coefficient. This represents an exponential function with the natural constant as its base. This indicates the preset adjustable coefficient. Indicates the current braking urgency. Indicates the switching of braking urgency; The regenerative braking force and mechanical braking force are calculated based on the regenerative braking distribution coefficient and the front axle braking force.

[0053] It should be explained that the vehicle weight refers to the weight of the target vehicle. The current braking demand force refers to the total braking force required by the vehicle to achieve the deceleration corresponding to the current braking intensity; this current braking demand force is the product of the vehicle weight and the current braking intensity. The braking force distribution curve refers to a curve that defines the ideal braking force distribution relationship between the front and rear axles of the target vehicle under different total braking forces. This braking force distribution curve is determined during vehicle design based on dynamic stability. The braking force distribution coefficient refers to the distribution coefficient corresponding to the current braking demand force in the braking force distribution curve; this braking force distribution coefficient is expressed as the ratio of the front axle braking force to the rear axle braking force of the target vehicle. The front axle braking force refers to the braking force that should be borne by the front axle of the target vehicle; the calculation method for this front axle braking force is as follows: ,in, Indicates the front axle braking force. Indicates the current braking force demand. This represents the braking force distribution coefficient. In this target vehicle, the front axle braking force consists of regenerative braking force and mechanical braking force. The switching braking urgency refers to a threshold used to distinguish between normal braking and emergency braking. If the current braking urgency is greater than this switching braking urgency, it indicates that the braking is more urgent at this time. This switching urgency is calibrated by vehicle engineers through a questionnaire. Preferably, this switching urgency is 0.7.

[0054] Furthermore, the regenerative braking distribution coefficient refers to the ratio of the regenerative braking force to the mechanical braking force. In the above formula for calculating the regenerative braking distribution coefficient, The term represents the deviation of the current braking urgency from the switching braking urgency. The larger this term, the more urgent the current braking, meaning the smaller the regenerative braking distribution coefficient. The adjustable coefficient is a parameter used to adjust the sensitivity of the regenerative braking distribution coefficient to changes in urgency. This adjustable coefficient is set during the design phase through simulation and real-vehicle testing to achieve a balance between braking safety and energy recovery efficiency. Given the regenerative braking distribution coefficient (i.e., the ratio of regenerative braking force to mechanical braking force) and the front axle braking force (i.e., the sum of regenerative braking force and mechanical braking force), the regenerative braking force and mechanical braking force can be calculated mathematically. The specific calculation method will not be elaborated here.

[0055] S5. Distribute braking force to the target vehicle based on the regenerative braking force and the mechanical braking force to obtain the target braking vehicle. The target vehicle contains a front axle braking system, which includes a mechanical braking system and a regenerative braking system.

[0056] It is clear that the target braking vehicle refers to the target vehicle after braking force distribution. Distributing braking force to the target vehicle based on regenerative braking force and mechanical braking force means: using the calculated regenerative braking force and mechanical braking force as control commands, sending them to the regenerative braking system and mechanical braking system corresponding to the front axle of the vehicle, respectively, so that they work together to provide the required total braking force to the front axle. The mechanical braking system refers to a braking device that converts the vehicle's kinetic energy into heat energy dissipation through the principle of friction (such as brake calipers clamping brake discs), while the regenerative braking system refers to a braking device that converts the vehicle's kinetic energy into electrical energy stored in the power battery by switching the drive motor to generator mode.

[0057] S6. If the current energy recovery state is non-recoverable, calculate the direct mechanical braking force based on the current braking urgency and braking intensity.

[0058] It should be explained that if the current energy recovery state is non-recoverable, it is determined that the vehicle's power battery cannot safely receive recovered energy, therefore the energy recovery function will be completely disabled, and the braking process will not include an energy conversion stage. The direct mechanical braking force refers to the braking force calculated under this condition to meet braking requirements, entirely provided by the mechanical braking system. This direct mechanical braking force is represented as the front axle braking force of the target vehicle, meaning the front axle braking force is entirely provided by the mechanical braking system. The calculation method for this direct mechanical braking force is the same as that for the aforementioned front axle braking force, and will not be repeated here.

[0059] S7. Distribute braking force to the target vehicle using direct mechanical braking force to obtain the target braking vehicle and complete the braking energy recovery based on energy conversion.

[0060] It is clear that the target braking vehicle refers to the target vehicle after the braking force is distributed by direct mechanical braking force. The target braking vehicle is obtained by distributing braking force to the target vehicle using direct mechanical braking force, which means that the direct mechanical braking force is sent to the mechanical braking system of the front axle of the target vehicle as the sole control target, thereby achieving pure mechanical braking of the vehicle.

[0061] To address the problems described in the background art, this invention first determines the energy recovery state based on the current battery state of energy (SOC) value. This step involves introducing a target SOC overcharge and puncture protection threshold, corrected for the current driving temperature, to assess the feasibility of energy recovery. Compared to methods using only a fixed SOC threshold, this approach more accurately adapts to the battery's electrochemical characteristics under different ambient temperatures. If the current energy recovery state is recoverable, an urgency analysis of the target vehicle is performed using the current braking intensity and driving speed to determine the current braking urgency. This step considers not only the current speed and braking intensity but also the trends in speed and braking intensity after braking begins, and incorporates a vehicle adaptive braking intensity curve reflecting individual driving habits for calculation. Compared to urgency determination methods based solely on preset fixed thresholds or current instantaneous values, this approach provides a more precise and personalized quantification of braking urgency. A more reliable distinction between conventional braking and emergency braking provides a crucial and accurate basis for subsequent intelligent distribution of braking force. Braking force is calculated based on the current braking urgency and intensity to obtain regenerative braking force and mechanical braking force. This step allows the distribution ratio of regenerative braking force and mechanical braking force to smoothly and adaptively change with the urgency. During conventional braking, regenerative braking force is prioritized to maximize energy recovery efficiency, while during emergency braking, the proportion of mechanical braking force is automatically and quickly increased to ensure braking performance and safety. This achieves a dynamic and refined balance between braking safety and energy recovery economy, superior to traditional fixed-ratio or simple segmented distribution strategies. If the current energy recovery state is non-recoverable, mechanical braking force is directly calculated based on the current braking urgency and intensity. This step prioritizes the absolute safety of the battery and vehicle, preventing the risks that may arise from energy recovery under unsafe conditions. Therefore, this invention can improve the adaptability and safety of the energy recovery system in different environments and driving scenarios, and enhance the efficiency of energy recovery.

[0062] like Figure 2 The diagram shown is a functional block diagram of a braking energy recovery system based on energy conversion provided in an embodiment of the present invention.

[0063] The energy conversion-based braking energy recovery system 100 of this invention can be installed in an electronic device. Depending on the functions implemented, the energy conversion-based braking energy recovery system 100 may include a braking command receiving module 101, a braking urgency calculation module 102, a regenerative braking allocation module 103, and a mechanical braking allocation module 104. The module described in this invention can also be called a unit, referring to a series of computer program segments that can be executed by the processor of an electronic device and perform a fixed function, stored in the memory of the electronic device. The braking command receiving module 101 is used to receive vehicle braking commands, identify the target vehicle based on the vehicle braking commands, and obtain the current braking intensity, current driving speed and current battery energy storage state value of the target vehicle. The braking urgency calculation module 102 is used to determine the energy recovery status based on the current battery energy storage state value to obtain the current energy recovery status. The current energy recovery status is either a non-recoverable state or a recoverable state. If the current energy recovery status is a recoverable state, the current braking intensity and current driving speed are used to perform an urgency analysis on the target vehicle to obtain the current braking urgency. The regenerative braking distribution module 103 is used to calculate the braking force based on the current braking urgency and the current braking intensity to obtain the regenerative braking force and the mechanical braking force, and to distribute the braking force to the target vehicle based on the regenerative braking force and the mechanical braking force to obtain the target braking vehicle. The target vehicle includes a front axle braking system, and the front axle braking system includes a mechanical braking system and a regenerative braking system. The mechanical brake distribution module 104 is used to calculate the direct mechanical braking force based on the current braking urgency and the current braking intensity, and to distribute the braking force to the target vehicle using the direct mechanical braking force to obtain the target braking vehicle.

[0064] In detail, the modules in the energy conversion-based braking energy recovery system 100 described in this embodiment of the invention employ the same methods as described above during use. Figure 1 The method uses the same technical means as the braking energy recovery method based on energy conversion described in the article and can produce the same technical effect, so it will not be repeated here.

[0065] like Figure 3 The diagram shown is a schematic representation of an electronic device for implementing a braking energy recovery method based on energy conversion, according to an embodiment of the present invention.

[0066] The electronic device 1 may include a processor 10, a memory 11 and a bus 12, and may also include a computer program stored in the memory 11 and executable on the processor 10, such as a braking energy recovery method program based on energy conversion.

[0067] The memory 11 includes at least one type of readable storage medium, such as flash memory, portable hard drive, multimedia card, card-type memory (e.g., SD or DX memory), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory 11 can be an internal storage unit of the electronic device 1, such as a portable hard drive. In other embodiments, the memory 11 can be an external storage device of the electronic device 1, such as a plug-in portable hard drive, smart media card (SMC), secure digital card (SD), flash card, etc., equipped on the electronic device 1. Furthermore, the memory 11 includes both internal storage units and external storage devices of the electronic device 1. The memory 11 can be used not only to store application software and various types of data installed on the electronic device 1, such as the code of a braking energy recovery method program based on energy conversion, but also to temporarily store data that has been output or will be output.

[0068] In some embodiments, the processor 10 may be composed of integrated circuits, such as a single packaged integrated circuit or multiple integrated circuits with the same or different functions, including combinations of one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and various control chips. The processor 10 is the control unit of the electronic device, connecting various components of the entire electronic device through various interfaces and lines. It executes programs or modules stored in the memory 11 (e.g., a braking energy recovery method program based on energy conversion) and calls data stored in the memory 11 to perform various functions of the electronic device 1 and process data.

[0069] The bus 12 can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus 12 can be divided into an address bus, a data bus, a control bus, etc. The bus 12 is configured to realize the connection and communication between the memory 11 and at least one processor 10, etc.

[0070] Figure 3 Only electronic devices with components are shown; those skilled in the art will understand that... Figure 3The structure shown does not constitute a limitation on the electronic device 1, and may include fewer or more components than shown, or combine certain components, or have different component arrangements.

[0071] For example, although not shown, the electronic device 1 may also include a power supply (such as a battery) to power the various components. Preferably, the power supply can be logically connected to the at least one processor 10 through a power management device, thereby enabling functions such as charging management, discharging management, and power consumption management. The power supply may also include one or more DC or AC power supplies, recharging devices, power fault detection circuits, power converters or inverters, power status indicators, and other arbitrary components. The electronic device 1 may also include various sensors, Bluetooth modules, Wi-Fi modules, etc., which will not be described in detail here.

[0072] Furthermore, the electronic device 1 may also include a network interface. Optionally, the network interface may include a wired interface and / or a wireless interface (such as a Wi-Fi interface, a Bluetooth interface, etc.), which is typically used to establish communication connections between the electronic device 1 and other electronic devices.

[0073] Optionally, the electronic device 1 may further include a user interface, which may be a display, an input unit (such as a keyboard), and optionally, a standard wired interface or a wireless interface. Optionally, in some embodiments, the display may be an LED display, a liquid crystal display, a touch-sensitive liquid crystal display, or an OLED (Organic Light-Emitting Diode) touchscreen, etc. The display may also be appropriately referred to as a screen or display unit, used to display information processed in the electronic device 1 and to display a visual user interface.

[0074] The braking energy recovery method program based on energy conversion stored in the memory 11 of the electronic device 1 is a combination of multiple instructions, which, when run in the processor 10, can achieve the following: Receive vehicle braking command, identify the target vehicle based on the vehicle braking command, and obtain the target vehicle's current braking intensity, current driving speed, and current battery energy storage status value; The energy recovery status is determined based on the current battery energy storage state value, and the current energy recovery status is obtained, which is either a non-recoverable state or a recoverable state. If the current energy recovery state is recoverable, then the current braking intensity and current driving speed are used to analyze the urgency of the target vehicle to obtain the current braking urgency. The braking force is calculated based on the current braking urgency and current braking intensity to obtain the regenerative braking force and mechanical braking force. The target vehicle is braked by distributing braking force to the target vehicle based on the regenerative braking force and the mechanical braking force. The target vehicle includes a front axle braking system, which includes a mechanical braking system and a regenerative braking system. If the current energy recovery state is non-recoverable, the direct mechanical braking force is calculated based on the current braking urgency and braking intensity. By utilizing direct mechanical braking force to distribute braking force to the target vehicle, the target vehicle is braked, thus completing brake energy recovery based on energy conversion.

[0075] Specifically, the processor 10's implementation method for the above instructions can be found in [reference needed]. Figures 1 to 3 The descriptions of the relevant steps in the corresponding embodiments are not repeated here.

[0076] Furthermore, if the modules / units integrated in the electronic device 1 are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. The computer-readable storage medium can be volatile or non-volatile. For example, the computer-readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, or a read-only memory (ROM).

[0077] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor of an electronic device, can perform the following: Receive vehicle braking command, identify the target vehicle based on the vehicle braking command, and obtain the target vehicle's current braking intensity, current driving speed, and current battery energy storage status value; The energy recovery status is determined based on the current battery energy storage state value, and the current energy recovery status is obtained, which is either a non-recoverable state or a recoverable state. If the current energy recovery state is recoverable, then the current braking intensity and current driving speed are used to analyze the urgency of the target vehicle to obtain the current braking urgency. The braking force is calculated based on the current braking urgency and current braking intensity to obtain the regenerative braking force and mechanical braking force. The target vehicle is braked by distributing braking force to the target vehicle based on the regenerative braking force and the mechanical braking force. The target vehicle includes a front axle braking system, which includes a mechanical braking system and a regenerative braking system. If the current energy recovery state is non-recoverable, the direct mechanical braking force is calculated based on the current braking urgency and braking intensity. By utilizing direct mechanical braking force to distribute braking force to the target vehicle, the target vehicle is braked, thus completing brake energy recovery based on energy conversion.

[0078] In the embodiments provided by this invention, it should be understood that the disclosed devices, systems, and methods can be implemented in other ways. For example, the system embodiments described above are merely illustrative, and actual implementations may have other classification methods.

[0079] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0080] Furthermore, the functional modules in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in the form of hardware plus software functional modules.

[0081] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0082] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A braking energy recovery method based on energy conversion, characterized in that, The method includes: Receive vehicle braking command, identify the target vehicle based on the vehicle braking command, and obtain the target vehicle's current braking intensity, current driving speed, and current battery energy storage status value; The energy recovery status is determined based on the current battery energy storage state value, and the current energy recovery status is obtained, which is either a non-recoverable state or a recoverable state. If the current energy recovery state is recoverable, then the current braking intensity and current driving speed are used to analyze the urgency of the target vehicle to obtain the current braking urgency. The braking force is calculated based on the current braking urgency and current braking intensity to obtain the regenerative braking force and mechanical braking force. The target vehicle is braked by distributing braking force to the target vehicle based on the regenerative braking force and the mechanical braking force. The target vehicle includes a front axle braking system, which includes a mechanical braking system and a regenerative braking system. If the current energy recovery state is non-recoverable, the direct mechanical braking force is calculated based on the current braking urgency and braking intensity. By utilizing direct mechanical braking force to distribute braking force to the target vehicle, the target vehicle is braked, thus completing brake energy recovery based on energy conversion.

2. The braking energy recovery method based on energy conversion as described in claim 1, characterized in that, The step of determining the energy recovery status based on the current battery energy storage state value to obtain the current energy recovery status includes: Determine the vehicle power battery of the target vehicle, and set the original SOC overcharge protection threshold and the original SOC puncture protection threshold based on the vehicle power battery. Obtain the current driving temperature, and use the current driving temperature to correct the original SOC overcharge protection threshold and the original SOC puncture protection threshold to obtain the target SOC overcharge protection threshold and the target SOC puncture protection threshold. Compare the current battery state of energy value, the target SOC overcharge protection threshold, and the target SOC puncture protection threshold; If the current battery state of energy is greater than the target SOC overcharge protection threshold or less than the target SOC puncture protection threshold, then the non-recoverable state is recorded as the current energy recovery state. Otherwise, record the recyclable state as the current energy recovery state.

3. The braking energy recovery method based on energy conversion as described in claim 2, characterized in that, The step of performing an emergency analysis on the target vehicle using the current braking intensity and current speed to obtain the current braking emergency includes: Based on the vehicle braking command, the preceding vehicle speed set and the preceding braking intensity set of the target vehicle are obtained, wherein the preceding vehicle speed in the preceding vehicle speed set and the preceding braking intensity in the preceding braking intensity set correspond one-to-one. Calculate the initial braking urgency based on the current driving speed and current braking intensity; The initial braking urgency is continuously corrected by using the preceding vehicle speed set and the preceding braking intensity set to obtain the current braking urgency.

4. The braking energy recovery method based on energy conversion as described in claim 3, characterized in that, The step of continuously correcting the initial braking urgency using the preceding vehicle speed set and the preceding braking intensity set to obtain the current braking urgency includes: The continuous speed difference is calculated on the set of preceding vehicle speeds to obtain a continuous speed difference set, which includes multiple continuous speed differences, and each continuous speed difference corresponds to two preceding vehicle speeds. The rate of change of the continuous speed difference set is calculated to obtain the rate of change of the speed difference. The rate of change of intensity difference is obtained based on the preceding braking intensity set; The rate of change of velocity difference and the rate of change of strength difference are normalized to obtain the normalized rate of change of velocity and the normalized rate of change of strength. The initial braking urgency is numerically adjusted using the normalized rate of change of velocity and the normalized rate of change of intensity to obtain the current braking urgency.

5. The braking energy recovery method based on energy conversion as described in claim 4, characterized in that, The calculation of the initial braking urgency based on the current driving speed and current braking intensity includes: The risk level is calculated based on the current driving speed to obtain the driving risk level. The driving risk level is then corrected by braking intensity using the current braking intensity to obtain the basic braking emergency level. Obtain the vehicle adaptive braking intensity curve of the target vehicle, where the horizontal axis of the vehicle adaptive braking intensity curve represents the vehicle braking speed difference, and the vertical axis of the vehicle adaptive braking intensity curve represents the vehicle average braking intensity. The braking start speed is determined based on the vehicle braking command, and the difference between the braking start speed and the current driving speed is calculated. The braking intensity is indexed on the vehicle's adaptive braking intensity curve using the current braking speed difference to obtain the current average braking intensity; Calculate the braking intensity deviation factor based on the current average braking intensity and the current braking intensity; The user-subjective braking correction is performed on the basic braking urgency based on the braking intensity deviation factor to obtain the initial braking urgency.

6. The braking energy recovery method based on energy conversion as described in claim 5, characterized in that, The process of obtaining the adaptive braking intensity curve of the target vehicle includes: Determine the historical braking command, and based on the historical braking command, determine the historical braking start speed of the target vehicle; Construct a historical braking dataset based on historical braking start speeds; Return to the step of determining historical braking commands until the number of historical braking datasets is not less than the preset number of datasets; By aggregating historical braking datasets, multiple historical braking datasets are obtained; Curves are constructed based on multiple historical braking datasets to obtain the vehicle's adaptive braking intensity curve.

7. The braking energy recovery method based on energy conversion as described in claim 6, characterized in that, The construction of the historical braking dataset based on historical braking start speed includes: Braking parameters of the target vehicle are monitored to obtain historical braking speed and historical braking intensity. The historical braking speed difference is calculated by taking the speed difference between the historical braking start speed and the historical braking travel speed. By combining the differences between historical braking intensity and historical braking speed, historical braking data is obtained. Determine whether a preset stop braking command has been received; If no stop braking command is received, return to the step of monitoring the braking parameters of the target vehicle until a stop braking command is received. If a stop braking command is received, the historical braking data is aggregated to obtain a historical braking dataset.

8. The braking energy recovery method based on energy conversion as described in claim 7, characterized in that, The process of constructing curves based on multiple historical braking datasets to obtain the vehicle's adaptive braking intensity curve includes: Based on multiple historical braking datasets, the speed difference range is extracted to obtain the historical speed difference range; The historical speed difference range is divided into ranges to obtain a set of divided speed difference ranges, which includes multiple divided speed difference ranges. For each range of speed difference in the set of ranges, perform the following operation: Based on the division of speed difference range, the braking intensity index is performed in multiple historical braking datasets to obtain the braking intensity set within the range, which includes multiple braking intensities within the range; The average braking intensity of the vehicle is obtained by averaging the braking intensity set within the range. The average braking intensity of vehicles corresponding to each range of speed differences is summarized to obtain the set of average braking intensity of vehicles; Midpoint identification is performed on the set of divided speed difference ranges to obtain the set of vehicle braking speed differences; The adaptive braking intensity curve of the vehicle is obtained by curve fitting based on the vehicle braking speed difference set and the vehicle average braking intensity set.

9. The braking energy recovery method based on energy conversion as described in claim 8, characterized in that, The calculation of braking force based on the current braking urgency and current braking intensity to obtain the regenerative braking force and mechanical braking force includes: Calculate the current braking force requirement based on the current braking intensity and the preset vehicle weight; The current braking force demand is input into the pre-constructed braking force distribution curve to obtain the braking force distribution coefficient. The front axle braking force is calculated based on the braking force distribution coefficient and the current braking force demand. The regenerative braking allocation coefficient is calculated based on the current braking urgency and the preset switching braking urgency, whereby the regenerative braking allocation coefficient is expressed as: ； in, Indicates the regenerative braking distribution coefficient. This represents an exponential function with the natural constant as its base. This indicates the preset adjustable coefficient. Indicates the current braking urgency. Indicates the switching of braking urgency; The regenerative braking force and mechanical braking force are calculated based on the regenerative braking distribution coefficient and the front axle braking force.

10. A braking energy recovery system based on energy conversion, characterized in that, The system includes: The braking command receiving module is used to receive vehicle braking commands, identify the target vehicle based on the vehicle braking commands, and obtain the target vehicle's current braking intensity, current driving speed, and current battery energy storage status value. The braking urgency calculation module is used to determine the energy recovery status based on the current battery energy storage state value to obtain the current energy recovery status. The current energy recovery status is either non-recoverable or recoverable. If the current energy recovery status is recoverable, the current braking intensity and current driving speed are used to perform an urgency analysis on the target vehicle to obtain the current braking urgency. The regenerative braking distribution module is used to calculate the braking force based on the current braking urgency and the current braking intensity, to obtain the regenerative braking force and the mechanical braking force, and to distribute the braking force to the target vehicle based on the regenerative braking force and the mechanical braking force, to obtain the target braking vehicle. The target vehicle contains a front axle braking system, and the front axle braking system includes a mechanical braking system and a regenerative braking system. The mechanical brake distribution module is used to calculate the direct mechanical braking force based on the current braking urgency and current braking intensity, and then distribute the braking force to the target vehicle to obtain the target braking vehicle.

Images