An energy recovery coordination control method for electric vehicle regenerative braking

Abstract

The application discloses a kind of electric vehicle line control brake energy recovery coordination control methods, it is related to adaptive control technical field, comprising: according to target electric vehicle historical brake control data to construct first collaborative release configuration;Under the constraint of target regenerative braking force ratio, release characteristic of first collaborative release configuration is offset and compensation to generate several second collaborative release configurations;According to each second collaborative release configuration, determine the corresponding brake collaborative control target, and the regenerative braking force and mechanical braking force are collaboratively regulated;Extract power collaboration feature in collaborative regulation process and generate power collaboration score;According to the change trend of power collaboration score under different parameter combinations, determine target collaborative release configuration;Electric vehicle line control brake energy recovery coordination control is completed using target collaborative release configuration, solve the problem that optimal collaborative release configuration is difficult to determine in the existing electric vehicle line control brake energy recovery coordination control process.

Description

Technical Field

[0001] This invention relates to the field of adaptive control technology, and more specifically, to a coordinated control method for kinetic energy recovery in electric vehicles. Background Technology

[0002] With the development of brake-by-wire systems in electric vehicles, the coordinated control of regenerative braking and mechanical braking has become an important technical direction for improving vehicle energy utilization efficiency and braking quality. Existing technologies typically allocate regenerative braking force from the electric motor and hydraulic-mechanical braking force in a coordinated manner based on driver braking needs, vehicle operating status, and battery status. This aims to maximize the proportion of regenerative braking force while ensuring braking safety, thereby improving braking energy recovery efficiency. Current methods often employ braking force distribution strategies, electro-hydraulic coordinated control strategies, and regenerative braking force priority control strategies to achieve braking force coordination during the braking energy recovery process.

[0003] In the coordinated control of regenerative braking energy recovery in electric vehicles, the regenerative braking force build-up rate, the overlap of electro-hydraulic braking force, and the proportion of regenerative braking force borne by the front axle are key factors affecting the system's control performance. The regenerative braking force build-up rate determines the response rhythm of regenerative braking force during the braking process; the overlap of electro-hydraulic braking force determines the continuity of switching between regenerative and mechanical braking forces; and the proportion of regenerative braking force borne by the front axle determines the degree to which regenerative braking force is distributed in the vehicle's longitudinal braking force distribution. These three factors together determine the release sequence, release intensity, and spatial distribution characteristics of regenerative and mechanical braking forces, thereby affecting vehicle braking smoothness, braking force tracking accuracy, vehicle body posture stability, and energy recovery efficiency.

[0004] There is a significant coupling relationship between the regenerative braking force build-up rate, the electro-hydraulic braking force overlap, and the proportion of regenerative braking force borne by the front axle. Therefore, optimizing these three factors independently cannot achieve the best control effect. When the regenerative braking force build-up rate is too high, a larger electro-hydraulic braking force overlap may be needed for buffering; when the electro-hydraulic braking force overlap is small, the proportion of regenerative braking force borne by the front axle needs to be adjusted to maintain vehicle stability; and when the proportion of regenerative braking force borne by the front axle increases, higher requirements are placed on the regenerative braking force build-up process and the electro-hydraulic overlap process. These interactions directly affect braking quality and energy recovery effectiveness.

[0005] An excessively high regenerative braking force build-up rate leads to rapid intervention of the regenerative braking force, causing excessively rapid changes in vehicle deceleration and resulting in a braking jerk. It also increases the difficulty of electro-hydraulic switching control. Conversely, an excessively low regenerative braking force build-up rate prevents timely engagement of the regenerative braking force, requiring pre-emptive mechanical braking compensation, reducing the energy recovery ratio, and increasing the burden on mechanical braking. Therefore, the regenerative braking force build-up rate directly affects the consistency, smoothness, and energy recovery efficiency of braking response.

[0006] When the overlap of electro-hydraulic braking forces is too large, the regenerative braking force and mechanical braking force participate in braking for too long, which can easily lead to braking force redundancy, reduce energy recovery efficiency, and increase coordination complexity. Conversely, when the overlap of electro-hydraulic braking forces is too small, the switching between regenerative and mechanical braking forces is prone to abrupt changes or braking force gaps, resulting in fluctuations in vehicle deceleration and affecting driving comfort and braking continuity. Therefore, the choice of overlap directly affects the quality of braking force switching and braking continuity.

[0007] When the proportion of regenerative braking force on the front axle is too high, the front axle motor needs to bear a large braking force output, which can easily lead to concentrated braking force, increased risk of front wheel slippage, and affect longitudinal stability. When the proportion of regenerative braking force on the front axle is too low, most of the braking demand is borne by mechanical braking, the regenerative energy recovery capacity decreases, and the advantages of motor regenerative braking cannot be fully utilized. Therefore, the proportion of regenerative braking force on the front axle affects the spatial distribution of braking force, vehicle stability, and energy recovery capacity.

[0008] Existing technologies typically employ empirical calibration, rule matching, or local parameter optimization to determine the combination of three factors: regenerative braking force build-up rate, electro-hydraulic braking force overlap, and the proportion of regenerative braking force borne by the front axle. Under the constraint of a target regenerative braking force proportion, existing technologies struggle to quickly identify the optimal combination of these three factors and cannot effectively evaluate the comprehensive impact of different parameter combinations on braking smoothness, braking force coordination, and energy recovery efficiency. This results in low parameter optimization efficiency, reliance on empirical calibration for control results, insufficient adaptability to operating conditions, and poor power coordination, thereby limiting the improvement of the coordinated control performance of brake-by-wire energy recovery in electric vehicles.

[0009] To address the above problems, this invention proposes a solution. Summary of the Invention

[0010] To overcome the aforementioned deficiencies of the prior art, embodiments of the present invention provide a coordinated control method for regenerative braking energy recovery in electric vehicles. This method constructs a coordinated release configuration optimization mechanism under the constraint of a target regenerative braking force ratio, and combines a power coordination score to coordinately optimize the regenerative braking force establishment rate, the electro-hydraulic braking force handover overlap, and the front axle regenerative braking force bearing ratio. This solves the problem that the optimal coordinated release configuration is difficult to determine in the existing coordinated control process for regenerative braking energy recovery in electric vehicles.

[0011] To achieve the above objectives, the present invention provides the following technical solution: A method for coordinated control of regenerative braking energy recovery in electric vehicles includes: selecting a target three-dimensional array based on historical braking control data of the target electric vehicle, which satisfies the target regenerative braking force ratio, the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the front axle regenerative braking force bearing ratio, and using this array as a first coordinated release configuration; under the constraint of the target regenerative braking force ratio, performing release feature offset and coordinated compensation on the first coordinated release configuration to generate several second coordinated release configurations; constructing a braking coordinated feature space for the target electric vehicle, and determining the corresponding braking coordinated control target based on the coupling degree between each second coordinated release configuration and the braking coordinated feature space; the braking coordinated control... The control targets include motor torque regulation and hydraulic braking force compensation. The braking coordination control targets corresponding to each second coordinated release configuration are used to coordinately adjust the release process of regenerative braking force and mechanical braking force of the target electric vehicle. The power coordination characteristics corresponding to each second coordinated release configuration during the coordination adjustment process are extracted, a spatiotemporal coordinated trajectory is constructed, and a corresponding power coordination score is generated based on the coordination curvature of the spatiotemporal coordinated trajectory. The changing trends of the power coordination scores of each pair of parameters within the second coordinated release configuration are analyzed respectively. The target coordinated release configuration is determined based on the overlapping area of ​​the changing trends of multiple power coordination scores, and the target coordinated release configuration is applied to the coordinated control of electric vehicle drive-by-wire kinetic energy recovery.

[0012] This invention also includes a brake-by-wire energy recovery coordinated control system for electric vehicles, comprising: a baseline configuration extraction module, a configuration derivation and screening module, a cooperative mapping control module, a power release adjustment module, a cooperative curvature scoring module, and an optimal configuration optimization module; the baseline configuration extraction module is used to select, based on the historical braking control data of the target electric vehicle, a target three-dimensional array between the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the front axle regenerative braking force bearing ratio that satisfies the target regenerative braking force ratio, and as the first cooperative release configuration; the configuration derivation and screening module is used to perform release feature offset and cooperative compensation on the first cooperative release configuration under the constraint of the target regenerative braking force ratio, generating several second cooperative release configurations; the cooperative mapping control module is used to construct the braking cooperative feature space of the target electric vehicle, and based on each second cooperative release configuration and braking cooperative feature... The degree of coupling between spaces determines the corresponding braking coordinated control target, which includes motor torque adjustment and hydraulic braking force compensation. A power release adjustment module is used to coordinate the release process of regenerative braking force and mechanical braking force of the target electric vehicle based on the braking coordinated control target corresponding to each second coordinated release configuration. A coordinated curvature scoring module is used to extract the power coordination characteristics corresponding to each second coordinated release configuration during the coordinated adjustment process, construct a spatiotemporal coordinated trajectory, and generate a corresponding power coordination score based on the coordinated curvature of the spatiotemporal coordinated trajectory. An optimal configuration optimization module is used to analyze the changing trends of the power coordination scores of each pair of parameters within the second coordinated release configuration, determine the target coordinated release configuration based on the overlapping area of ​​the changing trends of multiple power coordination scores, and apply the target coordinated release configuration to the coordinated control of electric vehicle drive-by-wire kinetic energy recovery.

[0013] The present invention also includes an electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform a coordinated control method for kinetic energy recovery of electric vehicles.

[0014] The present invention also includes a computer-readable storage medium storing a computer program that, when executed by a processor, implements a coordinated control method for kinetic energy recovery in electric vehicles.

[0015] The technical effects and advantages of the electric vehicle drive-by-wire kinetic energy recovery coordinated control method of the present invention are as follows: 1. This invention constructs a collaborative release configuration under the constraint of the target regenerative braking force ratio, thereby achieving collaborative optimization of the regenerative braking force establishment rate, the amount of electro-hydraulic braking force handover overlap, and the proportion of regenerative braking force borne by the front axle. This enables the smooth release of both regenerative braking force and mechanical braking force during braking under the constraint of the target regenerative braking force ratio, improving the accuracy and stability of brake-by-wire energy recovery in electric vehicles, and optimizing braking smoothness and vehicle longitudinal attitude control.

[0016] 2. This invention extracts the dynamic coordination characteristics in the coordinated adjustment process, constructs the spatiotemporal coordinated trajectory, and generates a dynamic coordination score to achieve systematic evaluation and screening of different coordinated release configurations. It can quickly determine the optimal coordinated release configuration, enabling the target electric vehicle to achieve efficient energy recovery, stable braking force output, and excellent dynamic coordination control effect under different operating conditions, thereby improving the overall braking energy utilization efficiency and driving comfort. Attached Figure Description

[0017] Figure 1 This is a schematic flowchart of a coordinated control method for drive-by-wire energy recovery in electric vehicles according to the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0019] Example 1, Figure 1 This invention provides a coordinated control method for kinetic energy recovery in electric vehicles, comprising the following steps: S1. Based on the historical braking control data of the target electric vehicle, select the target three-dimensional array that satisfies the regenerative braking force establishment rate, electro-hydraulic braking force handover overlap, and front axle regenerative braking force bearing ratio, and use it as the first cooperative release configuration.

[0020] In this embodiment, the step of selecting a target three-dimensional array based on the historical braking control data of the target electric vehicle, which satisfies the target regenerative braking force ratio, includes the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the front axle regenerative braking force bearing ratio. This array is then used as the first cooperative release configuration. Specifically: Time alignment and numerical mapping are performed on the brake pedal travel, brake pressure, vehicle speed, motor regenerative power, and hydraulic braking force output in the historical braking control data of the target electric vehicle to generate a braking condition feature matrix. Based on the obtained target regenerative braking force ratio, target operating condition features are selected from the braking condition feature matrix, and the regenerative braking force establishment rate, electro-hydraulic braking force overlap, and front axle regenerative braking force bearing ratio corresponding to the target operating condition features are extracted to construct a three-dimensional parameter vector set. Obtain the vehicle hardware constraints of the target electric vehicle, perform anomaly detection on the three-dimensional parameter vector set, analyze the collaborative features of the three-dimensional parameter vector set retained after anomaly detection, including the ratio of regenerative braking force establishment rate to electro-hydraulic braking force overlap, the ratio of regenerative braking force establishment rate to front axle ratio, and the ratio of electro-hydraulic overlap to front axle ratio, and construct a collaborative feature matrix. Based on the median and steady-state center value of the cooperative feature matrix along the three-dimensional parameter direction, a three-dimensional center vector is formed. Each component of the three-dimensional center vector corresponds to the center value of the regenerative braking force establishment rate, the center value of the electro-hydraulic braking force handover overlap, and the center value of the front axle regenerative braking force bearing proportion, respectively. The regenerative braking force establishment rate, electro-hydraulic braking force overlap, and front axle regenerative braking force bearing ratio corresponding to the three-dimensional center vector are used as the target three-dimensional array. A first cooperative release configuration is constructed based on the target three-dimensional array. The first cooperative release configuration includes a regenerative braking force establishment rate, an electro-hydraulic braking force handover overlap amount, and a front axle regenerative braking force bearing ratio.

[0021] It should be noted that the braking condition feature matrix is ​​not only used to record historical braking process data, but also to characterize the correspondence between driver braking demand and vehicle braking response. During the generation process, historical braking control data is processed synchronously according to a unified time base and mapped to a unified analysis space, so that each set of condition data is associated with driver input, vehicle status, and braking system output, providing a data foundation for subsequent target condition selection.

[0022] In this embodiment, the braking condition feature matrix is ​​a multi-dimensional set of operating condition data consisting of brake pedal travel, brake pressure, vehicle speed, motor regenerative power, and hydraulic braking force output. Each row represents a sampling time, and each column represents a braking-related feature. This matrix not only preserves the changes in each feature but also the synchronous changes between them, thus reflecting the coordinated state of energy recovery and mechanical braking during the brake-by-wire process of the target electric vehicle.

[0023] In this embodiment, the target regenerative braking force ratio is a specific numerical braking force ratio parameter, ranging from 0 to 1, used to represent the proportion of regenerative braking force to the total braking force demand under the target braking condition. For example, when the target regenerative braking force ratio is 0.6, it means that the vehicle expects regenerative braking force to bear 60% of the braking force demand, with the remaining 40% borne by mechanical braking force.

[0024] In this embodiment, the target operating condition features are historical operating condition data in the braking operating condition feature matrix that match the target regenerative braking force ratio. The screening process considers not only the closeness between the actual regenerative braking force ratio and the target regenerative braking force ratio, but also factors such as vehicle speed, braking demand intensity, and battery status, ensuring that the retained operating conditions reflect the typical braking characteristics under the target regenerative braking force ratio.

[0025] In this embodiment, the regenerative braking force build-up rate refers to the speed at which the regenerative braking force increases from the initial engagement to reaching the target output level. This parameter reflects the build-up characteristics of the motor's regenerative braking force. A higher build-up rate indicates that the motor quickly undertakes the braking force demand, while a lower build-up rate indicates that the regenerative braking force gradually engages, directly affecting the braking response speed and the smoothness of the braking force transition.

[0026] In this embodiment, the electro-hydraulic braking force overlap refers to the degree of overlap between the regenerative braking force and the mechanical braking force during the handover process. It is reflected in the advance and duration of hydraulic braking force compensation during the establishment or withdrawal of regenerative braking force. This parameter characterizes the cooperative continuity between electric motor braking and hydraulic braking.

[0027] In this embodiment, the front axle regenerative braking force bearing ratio refers to the proportion of regenerative braking force borne by the front axle out of the total regenerative braking force. Since the regenerative braking force mainly originates from the drive motor, different bearing ratios will affect the vehicle's longitudinal attitude change and braking force distribution. Therefore, this parameter is used to describe the distribution characteristics of regenerative braking force in the axial dimension.

[0028] In this embodiment, the three-dimensional parameter vector set is a set of parameters consisting of the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the proportion of regenerative braking force borne by the front axle. Each three-dimensional parameter vector corresponds to a historical braking coordination mode. Through this set, the complex braking process can be uniformly described in a three-parameter form.

[0029] In this embodiment, the vehicle hardware constraints are the physical capability boundaries that the target electric vehicle can achieve during actual operation, including the maximum feedback capability of the drive motor, the response capability of the hydraulic braking system, the battery charging acceptance capability, and the vehicle axle load distribution limits. These vehicle hardware constraints are used to eliminate abnormal parameter combinations that lack stable execution capabilities.

[0030] In this embodiment, anomaly detection is the process of identifying and eliminating abnormal combinations of parameters in the three-dimensional parameter vector set. For example, if a set of data has a high regenerative braking force establishment rate but corresponds to an extremely low electro-hydraulic braking force overlap, which is significantly inconsistent with the overall distribution pattern, then it is identified as an abnormal parameter combination and eliminated.

[0031] In this embodiment, the cooperative feature is the matching relationship between the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the proportion of regenerative braking force borne by the front axle. The cooperative feature is characterized by the relative relationships after parameter normalization. Specifically, the ratios of the regenerative braking force establishment rate to the electro-hydraulic braking force overlap, the electro-hydraulic braking force overlap to the proportion of regenerative braking force borne by the front axle, and the regenerative braking force establishment rate to the proportion of regenerative braking force borne by the front axle are calculated to form a three-dimensional cooperative feature vector. When the cooperative feature vectors corresponding to multiple historical operating conditions maintain a small degree of dispersion in the feature space, i.e., the fluctuation range of the proportional relationship of each parameter is lower than a preset stable range, it is determined that a stable cooperative relationship has been formed among the three parameters.

[0032] In this embodiment, the collaborative feature matrix is ​​a data matrix describing the collaborative relationships among multiple three-dimensional parameter vectors. Each element in the matrix reflects the relative relationship characteristics between parameters. By constructing the collaborative feature matrix, discrete parameter combinations can be transformed into an analyzable collaborative relationship space.

[0033] In this embodiment, the three-dimensional center vector represents the central position of the parameter distribution corresponding to the cooperative feature matrix. During the generation process, the median of each parameter is calculated to weaken the influence of extreme values, and the steady-state center value is determined by combining the parameter clustering regions that appear stably over a long period of time, ultimately obtaining the center combination of the three parameters. This center vector represents the most representative cooperative state under the target regenerative braking force ratio.

[0034] In this embodiment, the median is the central value of the corresponding parameter among all valid samples, reflecting the overall level of parameter distribution; the steady-state center value is the central position corresponding to the long-term stable clustering region of the parameter, reflecting the most frequently occurring stable state. By introducing both simultaneously, the bias caused by simply using the average value can be avoided.

[0035] In this embodiment, the target three-dimensional array is a combination of parameters consisting of the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the proportion of regenerative braking force borne by the front axle corresponding to the three-dimensional center vector. This array represents a representative combination of coordinated parameters reflected in historical data under the target regenerative braking force proportion.

[0036] In this embodiment, the first cooperative release configuration is the baseline cooperative release scheme corresponding to the target three-dimensional array, which includes a regenerative braking force establishment rate, an electro-hydraulic braking force handover overlap amount, and a front axle regenerative braking force bearing ratio. This configuration is used to characterize the most representative braking force cooperative relationship under the target regenerative braking force ratio and serves as a reference benchmark for subsequent optimization processes.

[0037] It should be noted that the three-dimensional center vector is not a fixed result, but rather changes dynamically with variations in vehicle hardware configuration, drive type, battery performance, and the proportion of target regenerative braking force. Therefore, for different vehicle models or control targets, the same analysis framework can be used to regenerate the corresponding target three-dimensional array and the first cooperative release configuration.

[0038] It should be noted that this step does not directly select a parameter combination from historical data as the first cooperative release configuration. Instead, it obtains a representative target three-dimensional array through working condition screening, anomaly removal, cooperative relationship analysis, and central feature extraction, thereby avoiding the impact of accidental working conditions or abnormal data on subsequent optimization results.

[0039] It should be noted that this step establishes a first collaborative release configuration that reflects the vehicle's actual braking behavior by extracting typical collaborative relationships between the regenerative braking force establishment rate, the electro-hydraulic braking force handover overlap, and the front axle regenerative braking force bearing ratio under the target regenerative braking force ratio. This provides a unified benchmark for subsequent release characteristic offset, collaborative compensation, and optimal configuration optimization, enabling the subsequent optimization process to maintain the target regenerative braking force ratio while taking into account braking smoothness, braking force continuity, and energy recovery efficiency.

[0040] This step extracts the most representative braking force coordination relationship under the target regenerative braking force ratio from a large amount of historical braking control data. It summarizes the complex braking control behavior into a first coordinated release configuration composed of three core parameters: regenerative braking force establishment rate, electro-hydraulic braking force handover overlap, and front axle regenerative braking force bearing ratio. This provides a unified and stable benchmark for subsequent candidate configuration generation, control target mapping, power coordination scoring, and optimal configuration selection, giving the entire electric vehicle drive-by-wire kinetic energy recovery coordinated control process an analyzable, optimizable, and executable technical foundation.

[0041] S2. Under the constraint of the target regenerative braking force ratio, the release characteristic offset and cooperative compensation are performed on the first cooperative release configuration to generate several second cooperative release configurations.

[0042] In this embodiment, under the constraint of the target regenerative braking force ratio, the release characteristic offset and cooperative compensation are performed on the first cooperative release configuration to generate several second cooperative release configurations, specifically as follows: Under the constraint of the target regenerative braking force ratio, the sensitivity of each parameter in the first cooperative release configuration to the target regenerative braking force ratio is analyzed, and a three-dimensional sensitivity vector is generated. The release offset direction and offset magnitude corresponding to each parameter are determined based on the three-dimensional sensitivity vector, and several release feature offset vectors are generated. A cooperative release reference vector is constructed based on the first cooperative release configuration, and each release feature offset vector is superimposed on the cooperative release reference vector to obtain several initial release configurations; Based on the target regenerative braking force ratio analysis, the ratio deviation of each initial release configuration is analyzed, and the initial release configuration is compensated in a coordinated manner based on the ratio deviation to obtain the compensated release configuration. Vehicle hardware constraints are verified for the compensation release configuration. The compensation release configuration that satisfies the vehicle hardware constraints and the target regenerative braking force ratio constraints is retained, and the retained compensation release configuration is determined as the second cooperative release configuration.

[0043] It should be noted that the sensitivity vector is a three-dimensional vector used to describe the strength of the response of each parameter in the first cooperative release configuration to changes in the proportion of target regenerative braking force. The amplitude of the single-parameter perturbation is not fixed, but is determined based on the historical variation range of the corresponding parameter in the first cooperative release configuration. Specifically, the maximum and minimum values ​​in the historical effective parameter set are obtained, and the difference between the two is taken as the parameter variation range. Multiple perturbation points are generated according to a preset sampling ratio. For example, the parameter variation range is divided into several equally spaced perturbation intervals, and the change in the proportion of target regenerative braking force under different perturbation amplitudes is calculated. The corresponding sensitivity value is determined based on the ratio of the change in proportion to the parameter perturbation.

[0044] In this embodiment, when determining the release offset direction and magnitude based on the three-dimensional sensitivity vector, the influence direction of each parameter change on the target regenerative braking force ratio is first determined. If an increase in a parameter leads to an increase in the target regenerative braking force ratio, the corresponding parameter is determined to be positively offset; if an increase in a parameter leads to a decrease in the target regenerative braking force ratio, the corresponding parameter is determined to be negatively offset. The offset magnitude is determined based on the absolute value of the sensitivity. The higher the sensitivity, the smaller the parameter change is used to adjust the target ratio; the lower the sensitivity, the larger the parameter change range is used for compensation, thereby generating the corresponding release feature offset vector.

[0045] In this embodiment, the release feature offset vector is a combination of multiple parameter change vectors generated based on the three-dimensional sensitivity vector. Each vector represents a combination of directions and amplitudes for fine-tuning the regenerative braking force establishment rate, electro-hydraulic braking force overlap, and front axle regenerative braking force bearing ratio while maintaining the target regenerative braking force ratio. A three-dimensional sensitivity vector is constructed based on the sensitivity values ​​of the three parameters, and different directional combinations are generated according to the sensitivity order. For example, the parameter with the highest sensitivity is increased, the parameter with the second highest sensitivity is decreased, or the low-sensitivity parameter is kept unchanged, forming multiple release feature offset vectors.

[0046] In this embodiment, the cooperative release reference vector is a reference vector established centered on the three-parameter combination of the first cooperative release configuration, used to superimpose the release feature offset vector. The reference vector ensures that all initial release configurations are constructed around the first cooperative release configuration, maintaining consistency with the target regenerative braking force ratio, and providing a stable reference for subsequent compensation.

[0047] In this embodiment, the initial release configuration is a set of parameter combinations obtained by superimposing the release feature offset vector onto the cooperative release reference vector. Each initial release configuration reflects the fine-tuning results of the parameters while maintaining the target regenerative braking force ratio constraint, providing a candidate space for cooperative compensation.

[0048] In this embodiment, coordinated compensation is a process of adjusting the regenerative braking force build-up rate, electro-hydraulic braking force overlap, and front axle regenerative braking force share based on the deviation between the initial release configuration and the target regenerative braking force ratio. Through iterative correction and proportional allocation, precise matching of the overall ratio is achieved while maintaining the coordinated relationship between the parameters.

[0049] In this embodiment, the second cooperative release configuration is a set of parameter combinations retained after cooperative compensation and vehicle hardware constraint verification. Each second cooperative release configuration can be executed on an actual vehicle and can serve as the basis for subsequent braking cooperative control target generation, power cooperative score calculation, and optimal cooperative release configuration selection.

[0050] It should be noted that the second collaborative release configuration formed by sensitivity analysis, release offset and collaborative compensation in this step can generate a variety of executable parameter combinations while keeping the target regenerative braking force ratio unchanged. This provides rich candidate data for subsequent braking collaborative feature mapping and power collaborative scoring, ensuring that the final optimization results have stability and applicability.

[0051] It should be noted that the technical advantage of this step lies in its ability to systematically control the direction and magnitude of parameter fine-tuning through quantitative sensitivity and collaborative compensation mechanisms. At the same time, it combines vehicle hardware constraints to screen executable configurations, thereby ensuring that the second collaborative release configuration can be used for real vehicle control and can fully cover the potential collaborative optimization space, providing a technical basis for the coordination of energy recovery and braking smoothness.

[0052] S3. Construct the braking coordination feature space of the target electric vehicle, and determine the corresponding braking coordination control target based on the coupling degree between each second coordination release configuration and the braking coordination feature space. The braking coordination control target includes motor torque adjustment amount and hydraulic braking force compensation amount.

[0053] In this embodiment, the braking coordination feature space of the target electric vehicle is constructed, and the corresponding braking coordination control target is determined according to the coupling degree between each second coordination release configuration and the braking coordination feature space. The braking coordination control target includes motor torque adjustment and hydraulic braking force compensation, specifically: The brake pedal opening, vehicle speed, battery state of charge, and longitudinal deceleration of the target electric vehicle under the current braking conditions are obtained and summarized into a braking state feature vector. Construct a joint feature matrix based on the feature vectors of each second cooperative release configuration and braking state; The correlation strength is generated based on the consistency of the changing trends, the degree of matching of the changing magnitudes, and the response time delay among the features in the joint feature matrix, and a braking cooperative correlation matrix is ​​constructed based on the correlation strength. Based on the analysis of the braking coordination correlation matrix, the coordination potential field distribution corresponding to each second coordination release configuration is analyzed. The coordination potential field distribution is then used to analyze the comprehensive influence of the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the front axle regenerative braking force bearing ratio on the braking state change, and to generate coordination potential energy values. Based on the cooperative potential energy value, a braking cooperative feature space is constructed, and the potential energy gradient of each second cooperative release configuration in the braking cooperative feature space is analyzed. The corresponding motor torque adjustment amount and hydraulic braking force compensation amount are determined based on the potential energy gradient, and the motor torque adjustment amount and hydraulic braking force compensation amount are used as the braking coordination control targets corresponding to each second coordinated release configuration.

[0054] It should be noted that, in this embodiment, the braking state feature vector is a set of features characterizing the current braking state of the target electric vehicle, which is composed of brake pedal opening, vehicle speed, battery state of charge, and vehicle longitudinal deceleration. Specifically, brake pedal opening reflects the driver's current braking demand intensity; vehicle speed reflects the vehicle's motion state; battery state of charge reflects the battery's current ability to receive regenerative energy; and vehicle longitudinal deceleration reflects the vehicle's actual braking response. By uniformly representing these features, a state vector describing the current braking condition can be formed, providing a foundation for subsequent collaborative relationship analysis.

[0055] In this embodiment, the second cooperative release configuration includes the regenerative braking force build-up rate, the electro-hydraulic braking force overlap, and the proportion of regenerative braking force borne by the front axle. The braking state feature vector includes the brake pedal opening, vehicle speed, battery state of charge, and vehicle longitudinal deceleration. Specifically, the second cooperative release configuration is represented as a release feature vector, and the current braking state is represented as a braking state feature vector. Based on the correspondence between the release feature vector and the braking state feature vector, each release feature vector is combined with each braking state feature vector to form a joint feature matrix. The calculation formula is as follows: in, Indicates the rate at which regenerative braking force is established. Indicates the overlap of electro-hydraulic braking force. This indicates the proportion of regenerative braking force borne by the front axle.

[0056] in, Indicates the brake pedal opening. Indicates vehicle speed. Indicates the battery's state of charge. This indicates the longitudinal deceleration of the vehicle body.

[0057] Each element in the joint feature matrix represents the joint change relationship between a release feature vector and a braking state feature vector. For example, matrix elements... This represents the correspondence between changes in the regenerative braking force build-up rate and changes in the vehicle's longitudinal deceleration; matrix elements. This indicates the correspondence between changes in the overlap of electro-hydraulic braking force and changes in vehicle braking response.

[0058] In this embodiment, the correlation strength is used to represent the degree to which changes in the release feature vector in the second cooperative release configuration affect changes in the braking state feature vector. Specifically, a correlation analysis method based on time-series response characteristics is used to perform correlation calculations between each release feature vector in the joint feature matrix and its corresponding braking state feature vector.

[0059] Specifically, for any release feature vector and its corresponding braking state feature vector, parameter change sequences are obtained within multiple consecutive braking cycles. The consistency of change trends, the degree of matching of change amplitudes, and the response time delay between the release feature vector change sequence and the braking state feature vector change sequence are analyzed respectively.

[0060] Among them, the consistency of change trend is used to characterize the degree of consistency between the direction of change of the release feature vector and the direction of the braking state response. When the release feature vector increases and the corresponding braking state feature vector increases or decreases simultaneously, the two are judged to have a high degree of trend consistency; when the two change in opposite directions or have no obvious correspondence, the trend consistency evaluation result is reduced.

[0061] The degree of matching in amplitude variation is used to characterize the correspondence between the amplitude of change in the release feature vector and the amplitude of the braking response. Specifically, the degree of matching between the amplitudes of the release feature vector change and the braking response change is obtained by normalizing the two.

[0062] The response time delay characterizes the time interval required for the braking state feature vector to generate a response after a change in the release feature vector. The corresponding response delay is determined by analyzing the degree of matching between the release feature vector sequence and the braking state feature vector sequence under different time offset conditions.

[0063] Furthermore, based on the consistency of change trends, the degree of matching of change amplitudes, and the response time delay, a fusion calculation is performed to obtain the correlation strength between the release feature vector and the braking state feature vector. The calculation formula is shown below: in, This represents the correlation strength between the i-th release feature vector and the j-th braking state feature vector. This indicates a consistent trend of change. Indicates the degree of matching in terms of the magnitude of change. Indicates the degree of matching in response time. Indicates the weight.

[0064] The weights are determined based on the importance of different braking state characteristics to the vehicle's braking response, and can be obtained by normalizing the influence of each feature on the vehicle's deceleration changes in historical braking data.

[0065] When a change in the release feature vector can induce a stable, synchronous, and amplitude-matched response in the braking state feature vector, the correlation strength increases; when there is no stable correspondence between the change in the release feature vector and the braking state response, or when the response delay is large, the correlation strength decreases.

[0066] In this embodiment, a braking cooperative correlation matrix is ​​constructed based on the correlation strength between each release feature vector and each braking state feature vector: Among them, the matrix row direction corresponds to three release feature vectors: regenerative braking force establishment rate, electro-hydraulic braking force handover overlap, and front axle regenerative braking force bearing ratio; the matrix column direction corresponds to four braking state feature vectors: brake pedal opening, vehicle speed, battery state of charge, and vehicle longitudinal deceleration.

[0067] Matrix elements This indicates the degree of influence and response direction between the corresponding release feature vector and the corresponding braking state feature vector. Through the braking cooperative correlation matrix, the originally discrete parameter variation relationship between the second cooperative release configuration and the vehicle braking state is transformed into a structured correlation, providing a data foundation for subsequent cooperative potential field distribution analysis.

[0068] In this embodiment, the cooperative potential field distribution is a characteristic influence field constructed based on the braking cooperative correlation matrix. Specifically, each release feature in the second cooperative release configuration is regarded as an influence source, and the braking state feature is regarded as a response object. An influence distribution region is formed in the feature space through the correlation strength, thereby obtaining the spatial distribution of the influence of different release features on the braking state. The cooperative potential field distribution essentially reflects the comprehensive range of the effects of each release feature on the vehicle braking behavior.

[0069] In this embodiment, the combined influence of the regenerative braking force build-up rate, the electro-hydraulic braking force overlap, and the proportion of regenerative braking force borne by the front axle on the change in braking state refers to the overall impact of these three parameters on the vehicle's braking response, braking force build-up process, and energy recovery process. For example, an excessively high regenerative braking force build-up rate may improve the recovery response speed, while insufficient electro-hydraulic braking force overlap may lead to abrupt changes in braking force switching. Therefore, it is necessary to comprehensively analyze the overall impact formed by the combined action of multiple parameters.

[0070] In this embodiment, the cooperative potential energy value is a comprehensive characterization result obtained after convergent analysis of the cooperative potential field distribution. During the generation process, the influence intensity of each release feature in the cooperative potential field is accumulated and statistically analyzed, and combined with the distribution of the corresponding influence area, to obtain a potential energy value that reflects the overall cooperative capability of the current second cooperative release configuration. The higher the potential energy value, the stronger the cooperative adjustment capability of the corresponding configuration for the current braking condition.

[0071] In this embodiment, the braking coordination feature space is a feature analysis space established based on the coordination potential energy value. This space is used to uniformly describe the distribution of coordination capabilities of different second coordination release configurations under the current braking condition. Each second coordination release configuration corresponds to a position in the feature space, thereby enabling comparative analysis of different configurations within a unified space.

[0072] In this embodiment, the potential energy gradient represents the trend of the cooperative potential energy value within the braking cooperative feature space. Specifically, by comparing the changes in potential energy values ​​among different second cooperative release configurations, the directions of potential energy increase and decrease are determined, thereby obtaining the response trend of the corresponding configuration to changes in braking state. A larger potential energy gradient indicates that the corresponding configuration is more sensitive to changes in braking state.

[0073] In this embodiment, the motor torque adjustment amount is the motor output adjustment target determined based on the potential energy gradient. During the generation process, the output level of the motor regenerative braking force is adjusted according to the trend of cooperative demand change reflected by the potential energy gradient, so that the regenerative braking force can be released according to the establishment rate and bearing ratio required by the corresponding second cooperative release configuration.

[0074] In this embodiment, the hydraulic braking force compensation amount is the mechanical braking force adjustment target determined based on the potential energy gradient. During the generation process, the hydraulic braking force output is compensated and adjusted according to the braking force gap formed after the change in regenerative braking force and the change in braking force distribution, so that the mechanical braking force can form a continuous and coordinated braking force release process with the regenerative braking force.

[0075] In this embodiment, the braking coordination control objective is a set of control objectives consisting of the motor torque adjustment amount and the hydraulic braking force compensation amount. The motor torque adjustment amount controls the output process of the regenerative braking force, while the hydraulic braking force compensation amount controls the compensation process of the mechanical braking force. Together, they achieve the coordinated release effect required by the corresponding second coordinated release configuration.

[0076] It should be noted that in practical applications, the same second cooperative release configuration under different vehicle operating conditions does not necessarily correspond to the same motor torque adjustment and hydraulic braking force compensation. For example, under low-speed and high-speed operating conditions, due to differences in vehicle speed, battery state of charge, and vehicle deceleration requirements, the corresponding potential field distribution and potential energy gradient will also change. Therefore, the final braking cooperative control target will be dynamically adjusted according to the current braking state.

[0077] It should be noted that this step does not simply map the parameters in the second cooperative release configuration to control quantities. Instead, it transforms the abstract release configuration into an executable control objective through a multi-layered analysis process, including the joint characteristic matrix, the braking cooperative correlation matrix, the cooperative potential field distribution, and the braking cooperative characteristic space. This achieves a dynamic correlation between the release configuration and the actual control quantity.

[0078] It should be noted that this step introduces a braking coordination feature space and a coordination potential field analysis mechanism, enabling the second coordination release configuration to establish a real-time correlation with the current vehicle braking state. This transforms abstract coordination parameters such as the regenerative braking force establishment rate, the electro-hydraulic braking force handover overlap, and the front axle regenerative braking force bearing ratio into specific motor torque adjustment and hydraulic braking force compensation, thereby improving the pertinence and adaptability of the subsequent braking force coordination release process.

[0079] This step establishes a mapping bridge between the second collaborative release configuration and the actual braking execution control quantity. By analyzing the coupling relationship between the release configuration and the current braking state, the abstract collaborative parameters are converted into directly executable motor torque adjustment and hydraulic braking force compensation quantities. This enables the subsequent collaborative release process of regenerative braking force and mechanical braking force to accurately reflect the control intent of different collaborative release configurations, providing an executable basis for power collaborative scoring and optimal collaborative release configuration selection.

[0080] S4. Coordinate the release process of regenerative braking force and mechanical braking force of the target electric vehicle by the braking coordination control target corresponding to each second coordinated release configuration.

[0081] In this embodiment, the coordinated adjustment of the release process of regenerative braking force and mechanical braking force of the target electric vehicle by the braking coordination control target corresponding to each second coordinated release configuration specifically includes: Construct a braking force release target vector based on the braking cooperative control target corresponding to each second cooperative release configuration; The target contribution ratio of regenerative braking force and mechanical braking force is analyzed based on the braking force release target vector, and the corresponding braking force allocation matrix is ​​generated. Based on the analysis of the braking force distribution matrix, the contribution trends of regenerative braking force and mechanical braking force during the braking process are analyzed to generate a dynamic braking force release trajectory. The regenerative braking force output process is continuously adjusted according to the dynamic braking force release trajectory, and the mechanical braking force compensation process is synchronously corrected according to the dynamic braking force release trajectory to obtain the result of coordinated braking force release. The braking force deviation between regenerative braking force and mechanical braking force is analyzed based on the results of coordinated braking force release. The dynamic braking force release trajectory is iteratively corrected based on the braking force deviation, and the contribution ratio of regenerative braking force and mechanical braking force is redistributed to obtain the corrected braking force release trajectory. Based on the modified braking force release trajectory, the regenerative braking force and mechanical braking force of the target electric vehicle are released in a coordinated manner, and the braking coordination execution result under the corresponding second coordinated release configuration is obtained.

[0082] It should be noted that, in this embodiment, the braking force release target vector is a set of braking force targets constructed based on the braking coordination control target. This set includes regenerative braking force target information corresponding to the motor torque adjustment amount and mechanical braking force target information corresponding to the hydraulic braking force compensation amount. This vector is used to uniformly describe the expected output state of regenerative braking force and mechanical braking force under the current second coordinated release configuration, providing a basis for subsequent coordinated braking force allocation.

[0083] In this embodiment, the braking force release target vector does not directly correspond to the final braking force output result, but is a control vector used to characterize the distribution trend of the target braking force. For example, when the motor torque adjustment amount increases, the corresponding regenerative braking force target component in the braking force release target vector increases; when the hydraulic braking force compensation amount increases, the mechanical braking force target component increases, thereby forming the target braking force release direction corresponding to the second cooperative release configuration.

[0084] In this embodiment, the target contribution ratio is the expected proportion of regenerative braking force and mechanical braking force in the total braking force demand. During the analysis, the regenerative braking force and mechanical braking force are determined according to the magnitude of each component in the braking force release target vector, so that the two braking forces can jointly meet the current braking demand and maintain the cooperative release characteristics required by the second cooperative release configuration.

[0085] In this embodiment, the braking force allocation matrix is ​​a matrix structure used to describe the relationship between regenerative braking force and mechanical braking force at different braking stages. Each element in the matrix reflects the allocation state of regenerative braking force and mechanical braking force at the corresponding stage. By constructing the braking force allocation matrix, the overall braking force demand can be refined to the specific allocation relationship at different stages, providing a basis for subsequent dynamic trajectory generation.

[0086] In this embodiment, the contribution trend represents the changing proportion of regenerative braking force and mechanical braking force throughout the braking process. During the analysis, based on the allocation results at different stages in the braking force allocation matrix, the changes in the two braking forces over time are identified. For example, regenerative braking force gradually builds up while mechanical braking force gradually withdraws, or regenerative braking force gradually weakens while mechanical braking force gradually compensates, thus forming a complete trend.

[0087] In this embodiment, the dynamic braking force release trajectory is a braking force evolution path generated based on the contribution change trend. This trajectory describes the continuous change process of regenerative braking force and mechanical braking force from the initial state to the target state throughout the braking process. Each position in the trajectory corresponds to the cooperative output state of the two braking forces at a given moment.

[0088] In this embodiment, continuous adjustment is a process of gradually adjusting the regenerative braking force according to the dynamic braking force release trajectory. Specifically, during execution, the motor output does not jump directly to the target value, but rather gradually builds up or gradually decays according to the change path corresponding to the dynamic braking force release trajectory, thereby maintaining the continuity of the braking force output process.

[0089] In this embodiment, synchronous correction refers to the process of synchronously adjusting the mechanical braking force compensation process according to the dynamic braking force release trajectory. When the regenerative braking force changes, the mechanical braking force increases or decreases synchronously according to the corresponding trajectory requirements, so that the two braking forces always maintain a coordinated relationship and avoid situations where braking force is missing or excessively superimposed.

[0090] In this embodiment, the result of the coordinated release of braking force is the actual braking force output after continuous adjustment and synchronous correction. This result reflects the coordinated state of the regenerative braking force and mechanical braking force corresponding to the current second coordinated release configuration during actual execution, and serves as the basic data source for subsequent deviation analysis.

[0091] In this embodiment, the braking force deviation is the degree of deviation between the coordinated braking force release result and the dynamic braking force release trajectory. During the analysis, the difference between the actual braking force release process and the target release trajectory is compared to identify situations such as insufficient regenerative braking force establishment, excessive mechanical braking force compensation, or discontinuous switching between the two, thereby forming the corresponding deviation.

[0092] In this embodiment, iterative correction is a process of repeatedly optimizing the dynamic braking force release trajectory based on the braking force deviation. Each correction uses the deviation analysis results to adjust the braking force distribution relationship in the trajectory, making the corrected trajectory closer to the target coordinated release state and gradually reducing the deviation.

[0093] In this embodiment, the corrected braking force release trajectory is an optimized trajectory formed after iterative correction. Compared with the initial dynamic braking force release trajectory, the corrected trajectory can more accurately reflect the coordinated release process of regenerative braking force and mechanical braking force required by the current second coordinated release configuration, thereby improving control accuracy.

[0094] In this embodiment, the braking coordination execution result is the final execution result obtained after completing the coordinated release based on the modified braking force release trajectory. This result not only reflects the actual release of regenerative braking force and mechanical braking force, but also retains the release characteristics corresponding to the second coordinated release configuration, providing a basis for subsequent power coordination feature extraction.

[0095] It should be noted that during the generation of the dynamic braking force release trajectory, the trajectory morphology corresponding to different second cooperative release configurations exhibits significant differences. For example, a higher regenerative braking force build-up rate results in a faster regenerative braking force growth trajectory, while a larger electro-hydraulic braking force overlap results in a smoother mechanical braking force exit trajectory. Therefore, the dynamic braking force release trajectory can accurately reflect the control characteristics corresponding to different cooperative release configurations.

[0096] It should be noted that the braking force deviation is not only used to evaluate the control effect, but also to drive the subsequent trajectory optimization process. When the deviation is large, it indicates that the current trajectory cannot accurately achieve the control intent of the corresponding second cooperative release configuration. It is necessary to iteratively correct and readjust the contribution ratio between regenerative braking force and mechanical braking force to ensure that subsequent analysis is based on a truly executable cooperative release result.

[0097] It should be noted that this step, through the step-by-step transformation of the braking force release target vector, braking force distribution matrix, and dynamic braking force release trajectory, realizes the transformation of the braking cooperative control target into the actual braking force release process. This enables the motor torque adjustment amount and hydraulic braking force compensation amount to act in a cooperative manner on the release process of regenerative braking force and mechanical braking force, thereby forming a braking cooperative execution result that meets the requirements of the second cooperative release configuration.

[0098] This step transforms the motor torque adjustment and hydraulic braking force compensation into an actual executable braking force coordinated release process. Through the dynamic braking force release trajectory, continuous coordinated adjustment between regenerative braking force and mechanical braking force is achieved. The execution accuracy is improved through deviation analysis and trajectory correction mechanisms, thereby obtaining braking coordinated execution results that can truly reflect the control effect of the second coordinated release configuration. This provides a reliable data foundation for subsequent power coordinated feature extraction, spatiotemporal coordinated trajectory construction, and power coordinated score generation.

[0099] S5. Extract the dynamic coordination features corresponding to each second coordinated release configuration during the coordinated regulation process, construct the spatiotemporal coordinated trajectory, and generate the corresponding dynamic coordination score based on the coordinated curvature of the spatiotemporal coordinated trajectory.

[0100] In this embodiment, the extraction of dynamic coordination features corresponding to each second coordinated release configuration during the coordinated adjustment process, the construction of a spatiotemporal coordinated trajectory, and the generation of a corresponding dynamic coordination score based on the coordinated curvature of the spatiotemporal coordinated trajectory are specifically as follows: Based on the braking coordination execution results corresponding to each second coordinated release configuration, the regenerative braking force output value, mechanical braking force output value, and vehicle longitudinal deceleration at each moment during the coordinated adjustment process are obtained to construct a power coordination state sequence. The collaborative contribution ratio between the regenerative braking force output value and the mechanical braking force output value at each moment is analyzed based on the power-coordinated state sequence, and a power-coordinated feature vector is generated in combination with the vehicle's longitudinal deceleration. Arrange the dynamic cooperative feature vectors in chronological order to construct the spatiotemporal cooperative trajectory corresponding to the second cooperative release configuration; Based on the spatiotemporal cooperative trajectory analysis, the tangential and normal rates of change between adjacent trajectory points are analyzed, and a set of trajectory tangential vectors and a set of trajectory normal vectors are generated. Based on the set of trajectory tangent vectors and the set of trajectory normal vectors, the local cooperative curvature at each position of the spatiotemporal cooperative trajectory is analyzed to generate a cooperative curvature distribution sequence. The degree of co-curvature fluctuation is analyzed based on the co-curvature distribution sequence, and the proportion of continuous low curvature regions in the co-curvature distribution sequence is analyzed to generate a trajectory stability index. A dynamic synergy evaluation matrix is ​​constructed based on the trajectory stability index and the degree of synergy curvature fluctuation, and the dynamic synergy score corresponding to the second synergy release configuration is generated using the dynamic synergy evaluation matrix.

[0101] It should be noted that, in this embodiment, the power coordination state sequence is a time-series state set constructed based on the braking coordination execution results. It records the regenerative braking force output value, mechanical braking force output value, and vehicle longitudinal deceleration at each moment during the coordination adjustment process. This sequence not only reflects the real-time output of the two types of braking forces but also reflects the effect of the corresponding braking force combination on the actual deceleration of the vehicle, thus providing basic data for subsequent power coordination characteristic analysis.

[0102] In this embodiment, the regenerative braking force output value is the actual output result of the motor's regenerative braking force at the corresponding moment, reflecting the degree to which the energy recovery system participates in vehicle braking. The higher the regenerative braking force output value, the greater the braking force undertaken by the motor, and the stronger the corresponding energy recovery capability.

[0103] In this embodiment, the mechanical braking force output value is the actual output result of the hydraulic braking system at the corresponding moment, reflecting the braking force level undertaken by the traditional mechanical braking system. The mechanical braking force output value is used to compensate for braking demands that cannot be covered by regenerative braking force and to ensure that the vehicle can meet the driver's target deceleration requirements.

[0104] In this embodiment, the cooperative contribution ratio refers to the relative contribution of regenerative braking force output value and mechanical braking force output value to the total braking force. During the analysis, the proportion of the two types of braking force at each moment is statistically analyzed to reflect the cooperative division of labor between the two types of braking force under the corresponding second cooperative release configuration.

[0105] In this embodiment, the power coordination feature vector is a feature vector composed of the coordination contribution ratio and the vehicle's longitudinal deceleration. The coordination contribution ratio is used to characterize the braking force distribution relationship, and the vehicle's longitudinal deceleration is used to characterize the actual braking response effect. Together, they describe the power coordination state during vehicle braking.

[0106] In this embodiment, the spatiotemporal cooperative trajectory is a trajectory structure formed by connecting the dynamic cooperative feature vectors in chronological order. Each trajectory point corresponds to the dynamic cooperative state at a given moment, and the trajectory as a whole reflects the cooperative evolution law of the second cooperative release configuration throughout the braking process.

[0107] In this embodiment, the trajectory tangent vector set is a set of vectors generated based on the positional change relationship between adjacent trajectory points, which is used to describe the development trend of the dynamic coordination state along the time direction. If the trajectory tangent vector changes smoothly, it indicates that the braking force coordination process is continuous and stable.

[0108] In this embodiment, the trajectory normal vector set is a set of vectors generated based on the local curvature direction of the trajectory, which is used to describe the degree to which the dynamic coordination state deviates from the original trend. When the trajectory normal vector changes significantly, it indicates that the braking force coordination relationship has undergone a significant adjustment or abrupt change.

[0109] In this embodiment, the local cooperative curvature is the degree of trajectory curvature obtained by analyzing the set of trajectory tangent vectors and the set of trajectory normal vectors. The larger the local cooperative curvature, the more drastic the change in the cooperative relationship between the regenerative braking force and the mechanical braking force at the corresponding moment; the smaller the local cooperative curvature, the more stable the cooperative state at the corresponding moment.

[0110] In this embodiment, the cooperative curvature distribution sequence is a set of local cooperative curvatures arranged in chronological order. This sequence can reflect the changing pattern of the dynamic cooperative relationship throughout the braking process, thus providing a basis for subsequent stability analysis.

[0111] In this embodiment, the cooperative curvature is not evaluated separately for individual parameters, but rather calculated based on the overall change of the power cooperative feature vector. The power cooperative feature vector simultaneously includes the contribution ratio of regenerative braking force, the contribution ratio of mechanical braking force, and the vehicle's longitudinal deceleration. Therefore, any change in any release parameter will be mapped to a change in trajectory through the braking force output. When multiple parameters change simultaneously, their combined effect manifests as the spatial and directional changes between adjacent power cooperative feature vectors. The trajectory curvature uniformly characterizes the coupling effect of multiple parameters.

[0112] In this embodiment, the degree of cooperative curvature fluctuation is the result obtained after analyzing the overall change amplitude of the cooperative curvature distribution sequence. The analysis process statistically analyzes the changes between adjacent curvatures and the overall fluctuation range to evaluate the stability of the dynamic cooperative relationship during braking.

[0113] In this embodiment, the continuous low curvature region is the trajectory segment where the cooperative curvature remains at a consistently low level. Because the trajectory changes gently within this region, the corresponding switching process between regenerative braking force and mechanical braking force is more continuous. The higher its proportion, the smoother the overall cooperative release process.

[0114] In this embodiment, the trajectory stability index is a stability evaluation index generated based on the proportion of continuous low-curvature regions. During the generation process, the coverage of low-curvature regions in the entire cooperative curvature distribution sequence is statistically analyzed, thereby reflecting the dynamic cooperative continuity of the corresponding second cooperative release configuration.

[0115] In this embodiment, the dynamic coordination evaluation matrix is ​​an evaluation matrix structure constructed using the trajectory stability index and the degree of coordination curvature fluctuation. The matrix simultaneously preserves the stationarity and fluctuation characteristics of the dynamic coordination process, enabling the subsequent scoring process to comprehensively consider both factors.

[0116] In this embodiment, the power coordination score is a comprehensive evaluation result generated based on the power coordination evaluation matrix. During the generation process, the power coordination evaluation matrix is ​​mapped to the evaluation space, and the degree of clustering, continuity, and stability of the evaluation matrix in the evaluation space is analyzed. A corresponding power coordination score is then formed based on the distribution results in the evaluation space. A higher power coordination score indicates that the coordinated release process between regenerative braking force and mechanical braking force under the corresponding second coordinated release configuration is more stable, more continuous, and more in line with the target braking requirements.

[0117] It should be noted that the spatiotemporal cooperative trajectory is not a simple time curve, but a trajectory structure formed by integrating the contribution relationships of regenerative braking force, mechanical braking force, and vehicle deceleration response. Therefore, under the same regenerative braking force ratio, different second cooperative release configurations will still form different spatiotemporal cooperative trajectories, thus reflecting the real differences between different configurations.

[0118] It should be noted that local coordinated curvature can effectively reflect the matching degree between the regenerative braking force build-up rate, the electro-hydraulic braking force overlap, and the proportion of regenerative braking force borne by the front axle. For example, if the regenerative braking force build-up rate is too high, it can easily lead to a sudden increase in local curvature; if the electro-hydraulic braking force overlap is too small, it can easily lead to abrupt trajectory changes; if the proportion of regenerative braking force borne by the front axle is too high, it may cause increased trajectory fluctuations. Therefore, coordinated curvature can reflect the quality of the combination of various parameters at the trajectory level.

[0119] It should be noted that this step does not score based on a single braking index. Instead, it analyzes the power coordination state sequence, spatiotemporal coordination trajectory, coordination curvature distribution, and power coordination evaluation matrix layer by layer. This incorporates the continuity, stability, and coordination of the power coordination process into the evaluation system, thereby improving the power coordination score's ability to distinguish between different second coordination release configurations.

[0120] This step constructs a spatiotemporal cooperative trajectory and uses cooperative curvature to analyze the evolution of the power cooperative process. It maps the effects of the regenerative braking force establishment rate, the electro-hydraulic braking force handover overlap, and the proportion of regenerative braking force borne by the front axle on braking quality into a unified power cooperative score. This provides a unified and quantifiable evaluation basis for subsequent comparison of the advantages and disadvantages of different second cooperative release configurations and for the selection of target cooperative release configurations.

[0121] S6. Analyze the changing trends of the dynamic coordination scores of each pair of parameters in the second coordinated release configuration. Determine the target coordinated release configuration based on the overlapping area of ​​the changing trends of multiple dynamic coordination scores, and apply the target coordinated release configuration to the coordinated control of electric vehicle drive-by-wire kinetic energy recovery.

[0122] In this embodiment, the step of analyzing the changing trends of the dynamic coordination scores of each pair of parameters within the second coordinated release configuration, determining the target coordinated release configuration based on the overlapping areas of the changing trends of multiple dynamic coordination scores, and applying the target coordinated release configuration to the coordinated control of electric vehicle drive-by-wire kinetic energy recovery specifically involves: A first scoring surface is established to evaluate the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the corresponding power coordination score. A second scoring surface was established, which correlated the regenerative braking force build-up rate, the front axle regenerative braking force bearing ratio, and the corresponding power coordination score. A third scoring surface was established, which correlates the overlap of electro-hydraulic braking force transfer, the proportion of regenerative braking force borne by the front axle, and the corresponding power coordination score. The dynamic synergy scores corresponding to each parameter combination in the first, second, and third scoring surfaces are sorted, and the parameter combinations with the highest scores are selected according to a preset ratio, generating a first candidate configuration set, a second candidate configuration set, and a third candidate configuration set. Map the first candidate configuration set, the second candidate configuration set, and the third candidate configuration set to the corresponding second cooperative release configuration, and count the number of times each second cooperative release configuration appears in the three candidate configuration sets; The configuration support is generated based on the number of occurrences of each second cooperative release configuration, and each second cooperative release configuration is sorted according to the configuration support. The top preset number of target candidate configurations are then selected based on the configuration support. Based on the dynamic synergy score corresponding to each target candidate configuration, the target candidate configuration with the highest score is determined as the target synergy release configuration; Generate the corresponding motor torque adjustment and hydraulic braking force compensation based on the target collaborative release configuration; By utilizing the motor torque adjustment and hydraulic braking force compensation corresponding to the target coordinated release configuration, the target electric vehicle's kinetic energy recovery process is coordinated and controlled to obtain the target kinetic coordinated control result.

[0123] In this embodiment, the first scoring surface is used to describe the influence of the combined changes in the regenerative braking force build-up rate and the electro-hydraulic braking force overlap on the power synergy effect. During construction, the regenerative braking force build-up rate is used as the first coordinate axis, the electro-hydraulic braking force overlap as the second coordinate axis, and the corresponding power synergy score as the third coordinate axis. For each combination point of the regenerative braking force build-up rate and the electro-hydraulic braking force overlap, the second synergistic release configurations corresponding to different front axle regenerative braking force bearing ratios are traversed, and the highest power synergy score is selected as the score value corresponding to that combination point, thus forming the first scoring surface. This scoring surface is used to reflect the influence of different combinations of regenerative braking force build-up rates and electro-hydraulic braking force overlap on the power synergy effect, thereby identifying the optimal matching relationship between the two.

[0124] In this embodiment, the second scoring surface is a scoring distribution surface constructed using the regenerative braking force establishment rate and the front axle regenerative braking force bearing ratio as horizontal and vertical parameters, and the power coordination score as the evaluation result. During construction, the regenerative braking force establishment rate and the front axle regenerative braking force bearing ratio are input as two-dimensional parameters. For each parameter combination, the power coordination scores corresponding to different electro-hydraulic braking force overlap amounts are iterated, and the highest score is selected as the score value for the corresponding parameter combination, forming the second scoring surface. This scoring surface is used to reflect the coordinated matching relationship between the regenerative braking force establishment rate and the front axle regenerative braking force bearing ratio, as well as the corresponding power coordination level.

[0125] In this embodiment, the third scoring surface is a scoring distribution surface constructed using the electro-hydraulic braking force overlap and the front axle regenerative braking force distribution ratio as horizontal and vertical parameters, and the power coordination score as the evaluation result. The electro-hydraulic braking force overlap and the front axle regenerative braking force distribution ratio are input as two-dimensional parameters. For each parameter combination, the power coordination scores corresponding to different regenerative braking force establishment rates are iterated, and the highest score is selected as the corresponding score value to form the third scoring surface. This scoring surface is used to reflect the cooperative relationship between the electro-hydraulic braking force handover process and the front axle regenerative braking force distribution strategy.

[0126] It should be noted that the regenerative braking force establishment rate, electro-hydraulic braking force overlap, and front axle regenerative braking force bearing ratio in each second cooperative release configuration are used as parameter axes. The power coordination score corresponding to each parameter combination is sampled to obtain the parameter combination-power coordination score mapping relationship. For any two release parameter combinations, while keeping the third release parameter within the corresponding sampling range, the power coordination scores corresponding to different parameter combinations are obtained. The comprehensive power coordination score corresponding to the two parameter combinations is determined using the maximum response principle, thereby generating two-dimensional mapping data between parameter combinations and power coordination scores. Surface fitting is performed based on the mapping data to obtain the corresponding score surface.

[0127] It should be noted that the scoring surface in this embodiment is not a pre-defined theoretical surface, but rather established based on the power coordination scoring data corresponding to multiple second coordinated release configurations under actual braking conditions. Since each second coordinated release configuration corresponds to a complete parameter combination and a corresponding power coordination score, by performing correlation analysis on the sampling points of multiple parameter combinations, the influence trend of different release parameter changes on the power coordination score can be obtained. When changes in the two release parameter combinations lead to a continuous increase in the power coordination score, the corresponding region of the scoring surface forms a score-increasing region; when parameter changes lead to a decrease in the power coordination score, the corresponding region forms a score-decreasing region. Therefore, the changing trend of the scoring surface can reflect the actual correspondence between the release parameter combinations and the power coordination effect.

[0128] In this embodiment, the surface fitting adopts a nonlinear surface fitting method based on sampling points. A continuous score distribution model is established according to the dynamic collaborative score corresponding to each parameter combination, so that the unsampled parameter combination can obtain the corresponding score estimate through the score change trend of the neighboring parameter combination.

[0129] In this embodiment, the preset ratio is a proportional parameter used to determine the screening range of candidate parameter combinations. It is used to determine the number of high-scoring parameter combinations to be retained based on the total number of second synergistic release configurations. Specifically, firstly, the number of dynamic synergistic scores corresponding to all parameter combinations in the first, second, and third scoring surfaces is counted to obtain the total number of parameter combinations. Then, the parameters are sorted from high to low according to their dynamic synergistic scores, and the number of parameter combinations to be retained is determined by multiplying the preset ratio by the total number of parameter combinations. For example, when the first scoring surface contains 1000 parameter combinations and the preset ratio is 10%, the top 100 parameter combinations are retained after sorting by dynamic synergistic scores; when it contains 1250 parameter combinations, the top 125 parameter combinations are retained.

[0130] In this embodiment, the preset ratio does not represent a fixed scoring threshold, but rather a proportional parameter used to determine the number of candidates to be screened based on the number of parameter combinations. Specifically, the number of effective parameter combinations N in the scoring surface is counted, and the number of candidates to be retained K = ceil(N × a) is calculated according to the preset ratio a, where ceil represents rounding up. Subsequently, the parameters corresponding to the ranking numbers 1 to K are selected from high to low according to the dynamic synergy scores to form a candidate set. Therefore, the preset ratio for the top scores represents the top K parameter combinations after the scores are ranked, rather than fuzzily representing a certain scoring range.

[0131] In this embodiment, the first candidate configuration set is the set of parameter combinations corresponding to the top preset proportion (e.g., 10%) of the power synergy score in the first scoring surface. The parameter combinations in this set represent combinations with a better synergistic relationship between the regenerative braking force establishment rate and the electro-hydraulic braking force overlap.

[0132] In this embodiment, the second candidate configuration set is the set of parameter combinations corresponding to the top preset proportion (e.g., 10%) of the power coordination score in the second scoring surface. The parameter combinations in this set represent combinations with a better coordination relationship between the regenerative braking force establishment rate and the proportion of regenerative braking force undertaken by the front axle.

[0133] In this embodiment, the third candidate configuration set is the set of parameter combinations corresponding to the top preset proportion (e.g., 10%) of the power synergy score in the third scoring surface. The parameter combinations in this set represent combinations with a better synergistic relationship between the electro-hydraulic braking force overlap and the proportion of front axle regenerative braking force.

[0134] In this embodiment, mapping to the corresponding second cooperative release configuration means finding the complete three-dimensional parameter configuration that generated the parameter combination based on the source relationship of the candidate parameter combination in the original second cooperative release configuration. Since the scoring surface only reflects the relationship between two parameters, it is necessary to map back to the complete second cooperative release configuration in order to recover the corresponding third parameter information.

[0135] In this embodiment, the occurrence count is the number of times the same second cooperative release configuration is selected by the first candidate configuration set, the second candidate configuration set, and the third candidate configuration set simultaneously. For example, if a certain second cooperative release configuration appears in all three candidate configuration sets, its occurrence count is three times; if it appears in only two candidate configuration sets, its occurrence count is two times.

[0136] In this embodiment, configuration support is an evaluation index used to characterize the degree of multidimensional parameter synergy acceptance obtained by the second synergistic release configuration. The higher the configuration support, the better the dynamic synergy capability of the configuration in different parameter combination relationship analyses, and therefore the higher its overall credibility.

[0137] In this embodiment, the target candidate configuration is the set of the second co-release configurations with the highest configuration support ranking. By filtering by configuration support, co-release configurations that are recognized by multiple scoring surfaces can be preferentially retained, thereby reducing the randomness of single-parameter relationship analysis.

[0138] In this embodiment, the target cooperative release configuration is the cooperative release configuration with the highest dynamic cooperative score among the target candidate configurations. This configuration not only obtains high configuration support, but also has the best dynamic cooperative performance in the actual dynamic cooperative evaluation process, and is therefore determined as the final control configuration.

[0139] It should be noted that configuration support does not directly evaluate the dynamic synergy effect, but rather the consistency of the synergistic release configuration across multiple parameter relationships. By introducing configuration support, we can avoid the local optima problem caused by making decisions based solely on a single scoring surface, thus improving the reliability of the target synergistic release configuration selection results.

[0140] It should be noted that in practical applications, when multiple target candidate configurations have the same configuration support, the corresponding dynamic coordination scores can be further compared, and the configuration with the higher dynamic coordination score can be selected as the target coordination release configuration, thereby ensuring that the final control result has better dynamic coordination.

[0141] It should be noted that this step, by constructing scoring surfaces from three parameter dimensions and screening high-scoring configurations, and then using configuration support to cross-validate multiple scoring results, can effectively identify high-quality cooperative release configurations that simultaneously meet the requirements of multi-dimensional cooperative relationships. This improves the screening accuracy and stability of target cooperative release configurations and provides a reliable parameter basis for subsequent coordinated control of electric vehicle drive-by-wire kinetic energy recovery.

[0142] This step integrates the power coordination scoring results from multiple parameter combinations to perform multi-dimensional consistency screening and comprehensive optimization of the second coordinated release configuration. This determines the target coordinated release configuration that takes into account the regenerative braking force establishment rate, the electro-hydraulic braking force handover overlap, and the front axle regenerative braking force bearing ratio coordination relationship, thereby improving the stability, smoothness, and energy recovery efficiency of the brake-by-wire energy recovery coordination control.

[0143] Example 2: The present invention provides a coordinated control system for kinetic energy recovery in electric vehicles, comprising a baseline configuration extraction module, a configuration derivation screening module, a cooperative mapping control module, a power release adjustment module, a cooperative curvature scoring module, and an optimal configuration optimization module. The baseline configuration extraction module is used to filter out a target three-dimensional array based on the historical braking control data of the target electric vehicle, which satisfies the target regenerative braking force ratio, the regenerative braking force establishment rate, the electro-hydraulic braking force handover overlap, and the front axle regenerative braking force bearing ratio, and use it as the first cooperative release configuration. The configuration derivation screening module is used to perform release feature offset and collaborative compensation on the first cooperative release configuration under the constraint of the target regenerative braking force ratio, and generate several second cooperative release configurations. The cooperative mapping control module is used to construct the braking cooperative feature space of the target electric vehicle, and determine the corresponding braking cooperative control target according to the coupling degree between each second cooperative release configuration and the braking cooperative feature space. The braking cooperative control target includes motor torque adjustment amount and hydraulic braking force compensation amount. The power release adjustment module is used to coordinate the release process of regenerative braking force and mechanical braking force of the target electric vehicle by the braking coordination control target corresponding to each second coordinated release configuration. The collaborative curvature scoring module is used to extract the dynamic collaborative features corresponding to each second collaborative release configuration during the collaborative adjustment process, construct the spatiotemporal collaborative trajectory, and generate the corresponding dynamic collaborative score based on the collaborative curvature of the spatiotemporal collaborative trajectory. The optimal configuration optimization module is used to analyze the changing trends of the dynamic coordination scores of each pair of parameters within the second coordinated release configuration. Based on the overlapping areas of the changing trends of multiple dynamic coordination scores, the target coordinated release configuration is determined, and the target coordinated release configuration is applied to the coordinated control of electric vehicle drive-by-wire kinetic energy recovery.

[0144] The present invention also includes an electronic device, the electronic device comprising: At least one processor; And, a memory communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, which enables the at least one processor to execute a coordinated control method for kinetic energy recovery in electric vehicles.

[0145] The present invention also includes a computer-readable storage medium storing a computer program that, when executed by a processor, implements a coordinated control method for kinetic energy recovery in electric vehicles.

[0146] In the embodiments provided by this invention, it should be understood that the disclosed system can be implemented in other ways. For example, the system embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and other division methods may be used in actual implementation.

[0147] 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.

[0148] Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be embraced within the invention. No appended diagram markings in the claims should be construed as limiting the scope of the claims.

[0149] 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.

[0150] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0151] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the system can be divided into different functional units or modules to complete all or part of the functions described above.

[0152] In the embodiments provided in this disclosure, it should be understood that the disclosed systems and methods can also be implemented in other ways. The system embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0153] It should be noted that, in this disclosure, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element limited by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0154] The above-described 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 the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A coordinated control method for regenerative braking of electric vehicles, characterized in that, Includes the following steps: Based on the historical braking control data of the target electric vehicle, a target three-dimensional array is selected that satisfies the regenerative braking force establishment rate, electro-hydraulic braking force handover overlap, and front axle regenerative braking force bearing ratio, and is used as the first cooperative release configuration. Under the constraint of the target regenerative braking force ratio, the release characteristic offset and cooperative compensation are performed on the first cooperative release configuration to generate several second cooperative release configurations; A braking coordination feature space of the target electric vehicle is constructed, and the corresponding braking coordination control target is determined according to the coupling degree between each second coordination release configuration and the braking coordination feature space. The braking coordination control target includes motor torque adjustment amount and hydraulic braking force compensation amount. The braking coordination control target corresponding to each second coordinated release configuration will coordinately adjust the release process of the regenerative braking force and mechanical braking force of the target electric vehicle. Extract the dynamic coordination features corresponding to each second coordinated release configuration during the coordinated regulation process, construct the spatiotemporal coordinated trajectory, and generate the corresponding dynamic coordination score based on the coordinated curvature of the spatiotemporal coordinated trajectory; The dynamic coordination score variation trends of each pair of parameters within the second coordinated release configuration are analyzed separately. The target coordinated release configuration is determined based on the overlapping area of ​​the variation trends of multiple dynamic coordination scores, and the target coordinated release configuration is applied to the coordinated control of electric vehicle drive-by-wire kinetic energy recovery.

2. The electric vehicle drive-by-wire kinetic energy recovery coordinated control method according to claim 1, characterized in that, Based on the historical braking control data of the target electric vehicle, a target three-dimensional array is selected that satisfies the regenerative braking force establishment rate, electro-hydraulic braking force overlap, and front axle regenerative braking force bearing ratio, and is used as the first cooperative release configuration, specifically: Time alignment and numerical mapping are performed on the brake pedal travel, brake pressure, vehicle speed, motor regenerative power, and hydraulic braking force output in the historical braking control data of the target electric vehicle to generate a braking condition feature matrix. Based on the obtained target regenerative braking force ratio, target operating condition features are selected from the braking condition feature matrix, and the regenerative braking force establishment rate, electro-hydraulic braking force overlap, and front axle regenerative braking force bearing ratio corresponding to the target operating condition features are extracted to construct a three-dimensional parameter vector set. Obtain the vehicle hardware constraints of the target electric vehicle, perform anomaly detection on the three-dimensional parameter vector set, analyze the collaborative features of the three-dimensional parameter vector set retained after anomaly detection, including the ratio of regenerative braking force establishment rate to electro-hydraulic braking force overlap, the ratio of regenerative braking force establishment rate to front axle ratio, and the ratio of electro-hydraulic overlap to front axle ratio, and construct a collaborative feature matrix. Based on the median and steady-state center value of the cooperative feature matrix along the three-dimensional parameter direction, a three-dimensional center vector is formed. Each component of the three-dimensional center vector corresponds to the center value of the regenerative braking force establishment rate, the center value of the electro-hydraulic braking force handover overlap, and the center value of the front axle regenerative braking force bearing proportion, respectively. The regenerative braking force establishment rate, electro-hydraulic braking force overlap, and front axle regenerative braking force bearing ratio corresponding to the three-dimensional center vector are used as the target three-dimensional array. A first cooperative release configuration is constructed based on the target three-dimensional array. The first cooperative release configuration includes a regenerative braking force establishment rate, an electro-hydraulic braking force handover overlap amount, and a front axle regenerative braking force bearing ratio.

3. The electric vehicle drive-by-wire kinetic energy recovery coordinated control method according to claim 2, characterized in that, Under the constraint of the target regenerative braking force ratio, the first cooperative release configuration is subjected to release characteristic offset and cooperative compensation to generate several second cooperative release configurations, specifically: Under the constraint of the target regenerative braking force ratio, the sensitivity of each parameter in the first cooperative release configuration to the target regenerative braking force ratio is analyzed, and a three-dimensional sensitivity vector is generated. The release offset direction and offset magnitude corresponding to each parameter are determined based on the three-dimensional sensitivity vector, and several release feature offset vectors are generated. A cooperative release reference vector is constructed based on the first cooperative release configuration, and each release feature offset vector is superimposed on the cooperative release reference vector to obtain several initial release configurations; Based on the target regenerative braking force ratio analysis, the ratio deviation of each initial release configuration is analyzed, and the initial release configuration is compensated in a coordinated manner based on the ratio deviation to obtain the compensated release configuration. Vehicle hardware constraints are verified for the compensation release configuration. The compensation release configuration that satisfies the vehicle hardware constraints and the target regenerative braking force ratio constraints is retained, and the retained compensation release configuration is determined as the second cooperative release configuration.

4. The electric vehicle drive-by-wire kinetic energy recovery coordinated control method according to claim 3, characterized in that, The method involves constructing a braking coordination feature space for the target electric vehicle and determining corresponding braking coordination control targets based on the coupling degree between each second coordination release configuration and the braking coordination feature space. These braking coordination control targets include motor torque regulation and hydraulic braking force compensation, specifically: The brake pedal opening, vehicle speed, battery state of charge, and longitudinal deceleration of the target electric vehicle under the current braking conditions are obtained and summarized into a braking state feature vector. Construct a joint feature matrix based on the feature vectors of each second cooperative release configuration and braking state; The correlation strength is generated based on the consistency of the changing trends, the degree of matching of the changing magnitudes, and the response time delay among the features in the joint feature matrix, and a braking cooperative correlation matrix is ​​constructed based on the correlation strength. Based on the analysis of the braking coordination correlation matrix, the coordination potential field distribution corresponding to each second coordination release configuration is analyzed. The coordination potential field distribution is then used to analyze the comprehensive influence of the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the front axle regenerative braking force bearing ratio on the braking state change, and to generate coordination potential energy values. Based on the cooperative potential energy value, a braking cooperative feature space is constructed, and the potential energy gradient of each second cooperative release configuration in the braking cooperative feature space is analyzed. The corresponding motor torque adjustment amount and hydraulic braking force compensation amount are determined based on the potential energy gradient, and the motor torque adjustment amount and hydraulic braking force compensation amount are used as the braking coordination control targets corresponding to each second coordinated release configuration.

5. The electric vehicle drive-by-wire kinetic energy recovery coordinated control method according to claim 4, characterized in that, The method of coordinating the release process of regenerative braking force and mechanical braking force of the target electric vehicle by the braking coordination control target corresponding to each second coordinated release configuration is as follows: Construct a braking force release target vector based on the braking cooperative control target corresponding to each second cooperative release configuration; The target contribution ratio of regenerative braking force and mechanical braking force is analyzed based on the braking force release target vector, and the corresponding braking force allocation matrix is ​​generated. Based on the analysis of the braking force distribution matrix, the contribution trends of regenerative braking force and mechanical braking force during the braking process are analyzed to generate a dynamic braking force release trajectory. The regenerative braking force output process is continuously adjusted according to the dynamic braking force release trajectory, and the mechanical braking force compensation process is synchronously corrected according to the dynamic braking force release trajectory to obtain the result of coordinated braking force release. The braking force deviation between regenerative braking force and mechanical braking force is analyzed based on the results of coordinated braking force release. The dynamic braking force release trajectory is iteratively corrected based on the braking force deviation, and the contribution ratio of regenerative braking force and mechanical braking force is redistributed to obtain the corrected braking force release trajectory. Based on the modified braking force release trajectory, the regenerative braking force and mechanical braking force of the target electric vehicle are released in a coordinated manner, and the braking coordination execution result under the corresponding second coordinated release configuration is obtained.

6. The electric vehicle drive-by-wire kinetic energy recovery coordinated control method according to claim 5, characterized in that, The process involves extracting the dynamic coordination features corresponding to each second coordinated release configuration during the coordinated adjustment process, constructing a spatiotemporal coordinated trajectory, and generating a corresponding dynamic coordination score based on the coordinated curvature of the spatiotemporal coordinated trajectory. Specifically: Based on the braking coordination execution results corresponding to each second coordinated release configuration, the regenerative braking force output value, mechanical braking force output value, and vehicle longitudinal deceleration at each moment during the coordinated adjustment process are obtained to construct a power coordination state sequence. The collaborative contribution ratio between the regenerative braking force output value and the mechanical braking force output value at each moment is analyzed based on the power-coordinated state sequence, and a power-coordinated feature vector is generated in combination with the vehicle's longitudinal deceleration. Arrange the dynamic cooperative feature vectors in chronological order to construct the spatiotemporal cooperative trajectory corresponding to the second cooperative release configuration; Based on the spatiotemporal cooperative trajectory analysis, the tangential and normal rates of change between adjacent trajectory points are analyzed, and a set of trajectory tangential vectors and a set of trajectory normal vectors are generated. Based on the set of trajectory tangent vectors and the set of trajectory normal vectors, the local cooperative curvature at each position of the spatiotemporal cooperative trajectory is analyzed to generate a cooperative curvature distribution sequence. The degree of co-curvature fluctuation is analyzed based on the co-curvature distribution sequence, and the proportion of continuous low curvature regions in the co-curvature distribution sequence is analyzed to generate a trajectory stability index. A dynamic synergy evaluation matrix is ​​constructed based on the trajectory stability index and the degree of synergy curvature fluctuation, and the dynamic synergy score corresponding to the second synergy release configuration is generated using the dynamic synergy evaluation matrix.

7. The electric vehicle drive-by-wire kinetic energy recovery coordinated control method according to claim 6, characterized in that, The process involves analyzing the changing trends of the power coordination scores of each pair of parameters within the second coordinated release configuration, determining the target coordinated release configuration based on the overlapping regions of the changing trends of multiple power coordination scores, and applying the target coordinated release configuration to the coordinated control of electric vehicle drive-by-wire kinetic energy recovery. Specifically: A first scoring surface is established to evaluate the regenerative braking force establishment rate, the electro-hydraulic braking force overlap, and the corresponding power coordination score. A second scoring surface was established, which correlated the regenerative braking force build-up rate, the front axle regenerative braking force bearing ratio, and the corresponding power coordination score. A third scoring surface was established, which correlates the overlap of electro-hydraulic braking force transfer, the proportion of regenerative braking force borne by the front axle, and the corresponding power coordination score. The dynamic synergy scores corresponding to each parameter combination in the first, second, and third scoring surfaces are sorted, and the parameter combinations with the highest scores are selected according to a preset ratio, generating a first candidate configuration set, a second candidate configuration set, and a third candidate configuration set. Map the first candidate configuration set, the second candidate configuration set, and the third candidate configuration set to the corresponding second cooperative release configuration, and count the number of times each second cooperative release configuration appears in the three candidate configuration sets; The configuration support is generated based on the number of occurrences of each second cooperative release configuration, and each second cooperative release configuration is sorted according to the configuration support. The top preset number of target candidate configurations are then selected based on the configuration support. Based on the dynamic synergy score corresponding to each target candidate configuration, the target candidate configuration with the highest score is determined as the target synergy release configuration; Generate the corresponding motor torque adjustment and hydraulic braking force compensation based on the target collaborative release configuration; By utilizing the motor torque adjustment and hydraulic braking force compensation corresponding to the target coordinated release configuration, the target electric vehicle's kinetic energy recovery process is coordinated and controlled to obtain the target kinetic coordinated control result.

8. A system using the electric vehicle drive-by-wire energy recovery coordinated control method as described in any one of claims 1-7, characterized in that, It includes a baseline configuration extraction module, a configuration derivation and screening module, a cooperative mapping control module, a dynamic release adjustment module, a cooperative curvature scoring module, and an optimal configuration optimization module; The baseline configuration extraction module is used to filter out a target three-dimensional array based on the historical braking control data of the target electric vehicle, which satisfies the target regenerative braking force ratio, the regenerative braking force establishment rate, the electro-hydraulic braking force handover overlap, and the front axle regenerative braking force bearing ratio, and use it as the first cooperative release configuration. The configuration derivation screening module is used to perform release feature offset and collaborative compensation on the first cooperative release configuration under the constraint of the target regenerative braking force ratio, and generate several second cooperative release configurations. The cooperative mapping control module is used to construct the braking cooperative feature space of the target electric vehicle, and determine the corresponding braking cooperative control target according to the coupling degree between each second cooperative release configuration and the braking cooperative feature space. The braking cooperative control target includes motor torque adjustment amount and hydraulic braking force compensation amount. The power release adjustment module is used to coordinate the release process of regenerative braking force and mechanical braking force of the target electric vehicle by the braking coordination control target corresponding to each second coordinated release configuration. The collaborative curvature scoring module is used to extract the dynamic collaborative features corresponding to each second collaborative release configuration during the collaborative adjustment process, construct the spatiotemporal collaborative trajectory, and generate the corresponding dynamic collaborative score based on the collaborative curvature of the spatiotemporal collaborative trajectory. The optimal configuration optimization module is used to analyze the changing trends of the dynamic coordination scores of each pair of parameters within the second coordinated release configuration. Based on the overlapping areas of the changing trends of multiple dynamic coordination scores, the target coordinated release configuration is determined, and the target coordinated release configuration is applied to the coordinated control of electric vehicle drive-by-wire kinetic energy recovery.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; And, a memory communicatively connected to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, which is then executed by the at least one processor to enable the at least one processor to perform the electric vehicle drive-by-wire kinetic energy recovery coordinated control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the electric vehicle drive-by-wire kinetic energy recovery coordinated control method as described in any one of claims 1 to 7.

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