CN113619399A - Braking energy recovery control method based on driving behavior analysis - Google Patents

Braking energy recovery control method based on driving behavior analysis Download PDF

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CN113619399A
CN113619399A CN202111065547.6A CN202111065547A CN113619399A CN 113619399 A CN113619399 A CN 113619399A CN 202111065547 A CN202111065547 A CN 202111065547A CN 113619399 A CN113619399 A CN 113619399A
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CN113619399B (en
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黄秋生
章炜
解学敏
张中刚
余纪邦
肖路路
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Anhui Jianghuai Automobile Group Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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Abstract

The invention discloses a braking energy recovery control method based on driving behavior analysis, which comprises the following steps: in the break-in period, counting process data of the driver for controlling the automobile to brake to obtain brake statistical data in the break-in period; obtaining corresponding motor rotating speed according to each sampling vehicle speed in the brake statistical data in the running-in period; calculating the braking torque corresponding to each deceleration at each sampling vehicle speed by adopting a mathematical statistical method; obtaining a braking energy recovery meter according to the opening of a braking pedal, the rotating speed of each motor and each braking torque; and according to the braking energy recovery table, performing braking energy recovery control. According to the braking energy recovery control method based on the driving behavior analysis, the driving habit of the driver is reflected by the braking statistical data in the break-in period, and the braking energy recovery table conforming to the driving habit of the driver is obtained on the basis, so that the vehicle can automatically complete the setting of the braking energy recovery strategy according to the driving habit of people, and the aim of adapting to people by the vehicle instead of adapting to the vehicle by people is fulfilled.

Description

Braking energy recovery control method based on driving behavior analysis
Technical Field
The invention relates to the technical field of energy recovery, in particular to a braking energy recovery control method based on driving behavior analysis.
Background
The braking energy recovery can effectively improve the energy utilization efficiency, and the mechanical energy originally converted into the heat energy is converted into the electric energy to be stored so as to be used as the driving power to be provided for the automobile. The braking energy recovery strategy is set when the vehicle leaves the factory, and the energy recovery efficiency is improved as much as possible on the premise of ensuring the driving smoothness, namely the proportion of the regenerative braking force in the total braking force is increased. Test data show that a reasonable braking energy recovery strategy can recover nearly 10% of energy, so that the endurance mileage is increased by 10%.
However, the driving habits of different drivers are different, and some drivers prefer quick brake braking and some drivers prefer slow brake braking. The current braking energy recovery technology is optimized from the vehicle perspective and is biased to the braking process control, and the pilot action of the driving habit of a driver on the energy recovery process is not concerned.
Therefore, a braking energy recovery control method based on driving behavior analysis is needed.
Disclosure of Invention
The invention aims to provide a braking energy recovery control method based on driving behavior analysis, which aims to solve the problems in the prior art and can enable a vehicle to automatically complete the setting of a braking energy recovery strategy according to the driving habits of a driver.
The invention provides a braking energy recovery control method based on driving behavior analysis, which comprises the following steps:
in a running-in period, counting process data of a driver operating an automobile to brake to obtain running-in period brake statistical data, wherein the running-in period brake statistical data at least comprise sampling automobile speeds during braking and deceleration rates corresponding to the sampling automobile speeds;
obtaining the motor rotating speed corresponding to each sampling vehicle speed according to each sampling vehicle speed in the brake statistical data in the running-in period;
calculating the braking torque corresponding to each deceleration at each sampling vehicle speed by adopting a mathematical statistical method according to the braking statistical data in the running-in period;
obtaining a braking energy recovery table according to the opening degree of a braking pedal, the rotating speed of a motor corresponding to each sampling vehicle speed and the braking torque corresponding to each deceleration under each sampling vehicle speed;
and according to the braking energy recovery table, performing braking energy recovery control.
The braking energy recovery control method based on driving behavior analysis as described above, wherein preferably, during the break-in period, statistical data of a process of a driver operating an automobile to brake is obtained, and the statistical data of the brake during the break-in period specifically includes:
counting process data of a driver for controlling the automobile to brake within the mileage of the running-in period;
rejecting abnormal data in the running-in period brake statistical data to obtain effective running-in period brake statistical data;
calculating the average value of the deceleration under each sampling vehicle speed according to the braking statistical data of the effective running-in period to obtain the average deceleration corresponding to each sampling vehicle speed;
and calculating the variance of the deceleration under each sampling vehicle speed according to the effective running-in period brake statistical data and the average deceleration to obtain the deceleration variance corresponding to each sampling vehicle speed.
The braking energy recovery control method based on driving behavior analysis as described above, wherein preferably, the obtaining of the motor rotation speed corresponding to each sampled vehicle speed according to each sampled vehicle speed in the running-in period braking statistical data specifically includes:
calculating the motor rotating speed corresponding to each sampling vehicle speed through the following formula:
Figure BDA0003253310010000021
wherein n represents the motor rotating speed corresponding to each sampling vehicle speed, and the unit is rpm and ViIndicates the ith sampling vehicle speed, R0Representing the wheel rolling radius and i representing the overall transmission ratio of the transmission system.
The braking energy recovery control method based on driving behavior analysis as described above, wherein preferably, the calculating, according to the running-in period braking statistical data, the braking torque corresponding to each deceleration at each sampling vehicle speed by using a mathematical statistical method specifically includes:
confidence intervals of deceleration corresponding to each sampling vehicle speed in the brake statistical data in the running-in period are calculated;
and calculating corresponding braking torque according to the deceleration corresponding to each sampling vehicle speed and the confidence interval.
The braking energy recovery control method based on driving behavior analysis as described above, wherein preferably, the confidence interval of the deceleration corresponding to each sampled vehicle speed in the running-in period braking statistical data specifically includes:
normalizing the deceleration corresponding to each sampling vehicle speed in the brake statistical data in the running-in period, wherein the deceleration distribution corresponding to each sampling vehicle speed meets the requirement
Figure BDA0003253310010000031
Wherein, aiIndicating the deceleration corresponding to the ith sampled vehicle speed,
Figure BDA0003253310010000032
indicating the average deceleration, σ, corresponding to the i-th sampled vehicle speedi 2Represents the deceleration variance corresponding to the ith sampling vehicle speed, and aiStandardization of
Figure BDA0003253310010000033
Wherein, a'iThe vehicle speed is represented according to the normalized ith sampling vehicle speed;
according to the normalized ith sampling speedDeceleration a'iThe confidence interval of the standard normal distribution of the speed is calculated, and the deceleration a corresponding to the ith sampling vehicle speed is calculatediThe confidence interval of (d) is set to 1-alpha, and the confidence interval of (mu) is calculated from the standard normal distribution-α/2，μα/2) The left end point of the interval is a lower alpha/2 quantile point of the standard normal distribution, and the right end point of the interval is an upper alpha/2 quantile point of the standard normal distribution;
to (mu)-α/2，μα/2) Two endpoints μ of the interval-α/2、μα/2According to the formula
Figure BDA0003253310010000034
Performing inverse transformation to calculate aiConfidence interval at 1-alpha, set to (U)-α/2，Uα/2)。
The braking energy recovery control method based on driving behavior analysis as described above, wherein preferably, the calculating a corresponding braking torque according to the deceleration corresponding to each sampled vehicle speed and the confidence interval specifically includes:
the deceleration a corresponding to the ith sampling vehicle speediTwo endpoints U of a confidence interval at a confidence 1-alpha-α/2、Uα/2Substitution formula
Figure BDA0003253310010000035
Calculating corresponding braking torque, wherein M represents braking energy recovery torque, M represents vehicle mass, and R represents vehicle mass0Representing the rolling radius of the tire, i representing the total transmission ratio of the transmission system, k being a proportionality coefficient representing the proportion of regenerative braking, the proportionality coefficients at different sampling vehicle speeds may be different, and U-α/2The result of the calculation after substituting the above formula is recorded as M1, Uα/2The result of calculation after the above formula is substituted is expressed as M2, and the average deceleration corresponding to the ith sampling vehicle speed is calculated
Figure BDA0003253310010000041
The result of the calculation after substituting the above formula is denoted as M0.
The method for controlling braking energy recovery based on driving behavior analysis as described above, preferably, obtaining the braking energy recovery table according to the opening degree of the brake pedal, the motor speed corresponding to each sampled vehicle speed, and the braking torque corresponding to each deceleration at each sampled vehicle speed includes:
determining the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening during braking;
in the braking energy recovery table, finding out the row where the rotating speed of each motor is located, and filling M1 into the row where the opening of the brake pedal is the lowest opening of the brake pedal;
filling M2 into the row with the brake pedal opening as the highest brake pedal opening;
filling M0 into the row where the brake pedal opening is the average brake pedal opening;
and filling other rows in the braking energy recovery table according to an interpolation method.
The braking energy recovery control method based on driving behavior analysis as described above, wherein preferably, the determining a minimum brake pedal opening, a maximum brake pedal opening, and an average brake pedal opening during braking specifically includes:
and determining the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening according to the empirical values, or counting the pedal openings corresponding to braking at each sampling vehicle speed in the break-in period to obtain the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening.
The braking energy recovery control method based on driving behavior analysis as described above, wherein preferably, the braking energy recovery control method based on driving behavior analysis further includes:
and checking the braking energy recovery table.
The braking energy recovery control method based on driving behavior analysis as described above, wherein preferably, the verifying the braking energy recovery table specifically includes:
after the running-in period is finished, the solidified deceleration distribution under different sampling vehicle speeds is subjected to new acquisitionThe sample data carries out hypothesis test on the solidified distribution function, and the ith sampling vehicle speed ViCorresponding solidified deceleration profile
Figure BDA0003253310010000042
Hypothesis testing was performed at a significant level β, and the hypothesis testing procedure specifically included:
the original hypothesis H0 is proposed:
Figure BDA0003253310010000043
let us assume H1:
Figure BDA0003253310010000044
a represents a deceleration check value at the current vehicle speed;
test statistics were selected, and when H0 was true, there were
Figure BDA0003253310010000051
Figure BDA0003253310010000052
Representing the mean of the newly sampled deceleration samples, n representing the number of samples
For a given significance level beta, the probability P { | A | ≧ u that a small probability event occurs in a statistical processβ/2β, calculated according to a standard normal distributionα/2X, wherein X represents a specific number calculated from the significance level β by a standard normal distribution function, to give the rejection zone Ic＝{A||A|≥X}
Averaging deceleration samples
Figure BDA0003253310010000053
Substitution formula
Figure BDA0003253310010000054
Calculating the value of A;
judging whether A falls in a rejection area I or notcIf yes, the feedback is abnormal, and if not, the feedback is not carried out;
if the feedback is abnormal, prompting a driver through an acousto-optic device so that the driver can determine whether the braking energy recovery table needs to be updated or not;
if the driver confirms that the energy recovery table needs to be updated, the steps of counting the brake data, calculating the motor rotating speed corresponding to each sampling vehicle speed, calculating the brake torque corresponding to each deceleration under each sampling vehicle speed and determining the brake energy recovery table according to the opening degree of a brake pedal, the motor rotating speed and the brake torque are repeatedly executed.
The invention provides a braking energy recovery control method based on driving behavior analysis, because the running-in period brake statistical data reflects the driving habit of a driver, and the motor rotating speed corresponding to each sampled vehicle speed and the braking torque corresponding to each deceleration under each sampled vehicle speed are obtained based on the running-in period brake statistical data, so as to obtain a braking energy recovery table following the driving habit of the driver, the vehicle can automatically complete the setting of a braking energy recovery strategy according to the driving habit of people, and the aim of adapting to people by the vehicle instead of adapting to the vehicle by the people is fulfilled; and can continuously self-correct according to the statistics of the driving information.
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In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described with reference to the accompanying drawings, in which:
FIG. 1 is a flowchart of an embodiment of braking energy recovery control based on driving behavior analysis provided by the present invention.
Detailed Description
Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and is in no way intended to limit the disclosure, its application, or uses. The present disclosure may be embodied in many different forms and is not limited to the embodiments described herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. It should be noted that: the relative arrangement of parts and steps, the composition of materials, numerical expressions and numerical values set forth in these embodiments are to be construed as merely illustrative, and not as limitative, unless specifically stated otherwise.
As used in this disclosure, "first", "second": and the like, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that the element preceding the word covers the element listed after the word, and does not exclude the possibility that other elements are also covered. "upper", "lower", and the like are used merely to indicate relative positional relationships, and when the absolute position of the object being described is changed, the relative positional relationships may also be changed accordingly.
In the present disclosure, when a specific component is described as being located between a first component and a second component, there may or may not be intervening components between the specific component and the first component or the second component. When it is described that a specific component is connected to other components, the specific component may be directly connected to the other components without having an intervening component, or may be directly connected to the other components without having an intervening component.
All terms (including technical or scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs unless specifically defined otherwise. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.
The brake energy recovery strategy is simply a mapping table (short for mapping table) of brake pedal opening degree-motor rotating speed-recovery torque. The values in the table indicate the current brake pedal opening and the regenerative braking torque that should be generated at the current motor speed. Some vehicle types can apply the table to all braking processes, and some vehicle types can temporarily adjust numerical values in the table according to actual conditions in the braking process so as to improve the energy recovery efficiency to the maximum extent.
As shown in fig. 1, the braking energy recovery control based on driving behavior analysis provided in this embodiment specifically includes the following steps in an actual execution process:
and step S1, in the break-in period, counting process data of the driver operating the automobile brake to obtain break-in period brake statistical data, wherein the break-in period brake statistical data at least comprise sampling automobile speeds during braking and deceleration corresponding to the sampling automobile speeds.
By means of step S1, it is possible to count how the braking is carried out at different vehicle speeds, the deceleration value of the vehicle is distributed, which is directly related to the depth of the pedal depression by the driver and is completely accomplished by the mechanical braking.
When a new vehicle is provided for a customer, the energy recovery function is not provided for the moment in the running-in period, and after the running-in period is finished, the energy recovery function is provided according to the driving habit of a driver. In an embodiment of the braking energy recovery control based on driving behavior analysis, the step S1 may specifically include:
and step S11, counting the process data of the driver operating the automobile brake in the running-in period mileage.
And S12, eliminating abnormal data in the running-in period brake statistical data to obtain effective running-in period brake statistical data.
By eliminating abnormal data, the influence of poor sampling on the result can be avoided.
And step S13, calculating the average value of the deceleration under each sampling vehicle speed according to the effective running-in period brake statistical data to obtain the average deceleration corresponding to each sampling vehicle speed.
And step S14, calculating the variance of the deceleration under each sampling vehicle speed according to the effective break-in period brake statistical data and the average deceleration to obtain the deceleration variance corresponding to each sampling vehicle speed.
It will be appreciated that the distribution of such deceleration exhibits a normal distributionThe characteristics of (1). For example, the statistical results show that when the driver brakes at 60km/h, the deceleration is distributed with a high probability
Figure BDA0003253310010000071
Near, variance is σ6And when braking at the speed of 50km/h, the deceleration is distributed at the speed of 50km/h with high probability
Figure BDA0003253310010000072
Near, variance is σ5. The statistical results can be shown in table 1, and the vehicle speed samples can be collected more densely in actual operation, which is not limited in the invention.
TABLE 1 relationship table of sampling vehicle speeds and corresponding average decelerations and deceleration variances
Figure BDA0003253310010000081
And step S2, obtaining the motor rotating speed corresponding to each sampling vehicle speed according to each sampling vehicle speed in the brake statistical data in the running-in period.
Specifically, the motor rotation speed corresponding to each sampling vehicle speed is calculated through the following formula:
Figure BDA0003253310010000082
wherein n represents the motor rotating speed corresponding to each sampling vehicle speed, and the unit is rpm and ViIndicates the ith sampling vehicle speed, R0Representing the wheel rolling radius and i representing the overall transmission ratio of the transmission system.
And step S3, calculating the braking torque corresponding to each deceleration at each sampling vehicle speed by adopting a mathematical statistical method according to the brake statistical data in the running-in period.
In an embodiment of the braking energy recovery control based on driving behavior analysis, the step S3 may specifically include:
and step S31, determining a confidence interval of deceleration corresponding to each sampling vehicle speed in the brake statistical data of the break-in period.
In an embodiment of the braking energy recovery control based on driving behavior analysis, the step S31 may specifically include:
step S311, the deceleration corresponding to each sampling vehicle speed in the running-in period brake statistical data is standardized, and the deceleration distribution corresponding to each sampling vehicle speed meets the requirement
Figure BDA0003253310010000083
Wherein, aiIndicating the deceleration corresponding to the ith sampled vehicle speed,
Figure BDA0003253310010000091
indicating the average deceleration, σ, corresponding to the i-th sampled vehicle speedi 2Represents the deceleration variance corresponding to the ith sampling vehicle speed, and aiStandardization of
Figure BDA0003253310010000092
Wherein, a'iAnd represents the deceleration corresponding to the i-th normalized sampling vehicle speed.
a′iMay indicate passing driver braking behavior at the current sampled vehicle speed.
Step S312, according to the deceleration a 'corresponding to the ith sampling vehicle speed after normalization'iThe confidence interval of the standard normal distribution of the speed is calculated, and the deceleration a corresponding to the ith sampling vehicle speed is calculatediThe confidence interval of (d) is set to 1-alpha, and the confidence interval of (mu) is calculated from the standard normal distribution-α/2，μα/2) The left end point of the interval is the lower alpha/2 quantile point of the standard normal distribution, and the right end point is the upper alpha/2 quantile point of the standard normal distribution.
Step S313, pair (mu)-α/2，μα/2) Two endpoints μ of the interval-α/2、μα/2According to the formula
Figure BDA0003253310010000093
Performing inverse transformation to calculate aiConfidence interval at 1-alpha, set to (U)-α/2，Uα/2)。
Representing the deceleration aiThrough
Figure BDA0003253310010000094
After transformation, it will reside at a probability of 1- α (μ)-α/2，μα/2) Within the interval.
And step S32, calculating corresponding braking torque according to the deceleration corresponding to each sampled vehicle speed and the confidence interval.
Specifically, the deceleration a corresponding to the ith sampling vehicle speed is setiTwo endpoints U of a confidence interval at a confidence 1-alpha-α/2、Uα/2Substitution formula
Figure BDA0003253310010000095
Calculating corresponding braking torque, wherein M represents braking energy recovery torque, M represents vehicle mass, and R represents vehicle mass0Representing the rolling radius of the tire, i representing the total transmission ratio of the transmission system, k being a proportionality coefficient representing the proportion of regenerative braking, the proportionality coefficients at different sampling vehicle speeds may be different, and U-α/2The result of the calculation after substituting the above formula is recorded as M1, Uα/2The result of calculation after the above formula is substituted is expressed as M2, and the average deceleration corresponding to the ith sampling vehicle speed is calculated
Figure BDA0003253310010000101
The result of the calculation after substituting the above formula is denoted as M0.
And step S4, obtaining a braking energy recovery table according to the opening degree of a brake pedal, the rotating speed of a motor corresponding to each sampled vehicle speed and the braking torque corresponding to each deceleration under each sampled vehicle speed.
In an embodiment of the braking energy recovery control based on driving behavior analysis, the step S4 may specifically include:
and step S41, determining the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening during braking.
Specifically, the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening are determined according to the empirical values, or the pedal opening corresponding to braking at each sampling vehicle speed in the running-in period is counted to obtain the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening.
And step S42, finding the column of the rotating speed of each motor in the braking energy recovery table, and filling M1 into the column where the opening of the brake pedal is the lowest opening of the brake pedal.
Taking the empirical value as an example, the minimum brake pedal opening is 15%, the maximum brake pedal opening is 35%, and the average brake pedal opening is 25%. When a driver brakes at the current vehicle speed, the large probability of stepping on the brake pedal is within the range of 15% -35%. M1 is filled into the row corresponding to the brake pedal opening of 15%.
In step S43, M2 is filled in the row where the brake pedal opening is the highest brake pedal opening.
M2 is filled into the line corresponding to the brake pedal opening of 35%.
In step S44, M0 is filled in the row where the brake pedal opening is equal to the average brake pedal opening.
M0 is filled in the line corresponding to the brake pedal opening of 25%.
And step S45, filling other rows in the braking energy recovery table according to an interpolation method.
And step S5, according to the braking energy recovery table, performing braking energy recovery control.
The statistical data of the braking in the break-in period reflect the driving habits of the driver, and the braking energy recovery table obtained on the basis follows the driving habits of the driver, so that the vehicle can automatically complete the setting of the braking energy recovery strategy according to the driving habits of people, and the aim of adapting to people by the vehicle instead of adapting to the vehicle by people is fulfilled.
Further, the present invention, in some embodiments, the braking energy recovery control method based on driving behavior analysis further includes:
and step S6, verifying the braking energy recovery table.
After the running-in period is finished, performing hypothesis test on the solidified distribution function according to newly acquired sample data on the solidified deceleration distribution under different sampling vehicle speeds, and performing hypothesis test on the ith sampling vehicle speed ViCorresponding solidified deceleration profile
Figure BDA0003253310010000111
Assuming a hypothesis test is performed at the significance level β, the newly acquired sample data may be set to be acquired after every other mile (e.g., 5000km) after the break-in period ends, and the driving data is acquired for a period of time (e.g., 500km) to form new sample data for performing the hypothesis test on the solidified distribution function. In an embodiment of the braking energy recovery control based on driving behavior analysis, the step S6 may specifically include:
step S61, proposing an original hypothesis H0:
Figure BDA0003253310010000112
let us assume H1:
Figure BDA0003253310010000113
a represents a deceleration check value at the current vehicle speed.
Step S62, selecting test statistic, if H0 is satisfied, there is
Figure BDA0003253310010000114
Figure BDA0003253310010000115
Representing the mean of the newly sampled deceleration samples, and n represents the number of samples.
Figure BDA0003253310010000116
The average deceleration sample may be calculated from the 500km driving data described above.
Step S63, for a given significance level beta, for small in one statistical processThe probability P { | A | ≧ u |, which is the occurrence of the probability eventβ/2β, calculated according to a standard normal distributionα/2X, wherein X represents a specific number calculated from the significance level β by a standard normal distribution function, to give the rejection zone Ic＝{A||A≥X}
Step S64, average value of deceleration samples
Figure BDA0003253310010000117
Substitution formula
Figure BDA0003253310010000118
Calculating the value of A;
step S65, judging whether A falls in the rejection area IcAnd in the condition that the feedback is abnormal if the feedback is positive, and the feedback is not performed if the feedback is not positive.
It should be noted that the above-mentioned hypothesis testing method is exemplary and not limiting, it should be understood that there are many hypothesis testing methods, and the present invention only provides a simpler hypothesis testing method for convenience of illustration, and in a specific implementation, the present invention may also adopt pearson χ2Fitting test method, skewness-kurtosis test and other hypothesis test methods to reduce the false rate of hypothesis test.
The feedback abnormality represents that the driving habit of the driver changes, or the road condition applicable to the vehicle changes, or the driver of the vehicle changes.
And step S66, if the feedback is abnormal, prompting the driver through an acousto-optic device so that the driver can determine whether the braking energy recovery table needs to be updated.
Step S67, if the driver confirms that the energy recovery table needs to be updated, repeatedly executing the steps of counting the brake data (step S1), calculating the motor rotation speed corresponding to each sampled vehicle speed (step S2), calculating the brake torque corresponding to each deceleration at each sampled vehicle speed (step S3), and determining the brake energy recovery table according to the opening degree of the brake pedal, the motor rotation speed and the brake torque (step S4).
When the braking energy recovery table is updated, a break-in period is not needed as that of the first setting, and data sampling is not only carried out by using mechanical braking, but the existing energy recovery strategy is continuously acted, and deceleration distribution under different vehicle speeds is acquired. Therefore, the braking energy recovery control method has the function of self-correction, can give an early warning in time when the driving behavior changes, and can be adjusted in a self-adaptive manner.
According to the braking energy recovery control method based on driving behavior analysis provided by the embodiment of the invention, as the running-in period braking statistical data reflects the driving habits of the driver, the motor rotating speed corresponding to each sampled vehicle speed and the braking torque corresponding to each deceleration under each sampled vehicle speed are obtained based on the running-in period braking statistical data, and the braking energy recovery table conforming to the driving habits of the driver is further obtained, the vehicle can automatically complete the setting of the braking energy recovery strategy according to the driving habits of people, and the purpose that the vehicle adapts to people rather than people adapts to the vehicle is realized; and can continuously self-correct according to the statistics of the driving information.
Thus, various embodiments of the present disclosure have been described in detail. Some details that are well known in the art have not been described in order to avoid obscuring the concepts of the present disclosure. It will be fully apparent to those skilled in the art from the foregoing description how to practice the presently disclosed embodiments.
Although some specific embodiments of the present disclosure have been described in detail by way of example, it should be understood by those skilled in the art that the foregoing examples are for purposes of illustration only and are not intended to limit the scope of the present disclosure. It will be understood by those skilled in the art that various changes may be made in the above embodiments or equivalents may be substituted for elements thereof without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims (10)

1. A braking energy recovery control method based on driving behavior analysis is characterized by comprising the following steps:
in a running-in period, counting process data of a driver operating an automobile to brake to obtain running-in period brake statistical data, wherein the running-in period brake statistical data at least comprise sampling automobile speeds during braking and deceleration rates corresponding to the sampling automobile speeds;
obtaining the motor rotating speed corresponding to each sampling vehicle speed according to each sampling vehicle speed in the brake statistical data in the running-in period;
calculating the braking torque corresponding to each deceleration at each sampling vehicle speed by adopting a mathematical statistical method according to the braking statistical data in the running-in period;
obtaining a braking energy recovery table according to the opening degree of a braking pedal, the rotating speed of a motor corresponding to each sampling vehicle speed and the braking torque corresponding to each deceleration under each sampling vehicle speed;
and according to the braking energy recovery table, performing braking energy recovery control.
2. The braking energy recovery control method based on driving behavior analysis of claim 1, wherein during the break-in period, statistical data of a process of a driver operating an automobile to brake is obtained, and the statistical data of the brake during the break-in period specifically includes:
counting process data of a driver for controlling the automobile to brake within the mileage of the running-in period;
rejecting abnormal data in the running-in period brake statistical data to obtain effective running-in period brake statistical data;
calculating the average value of the deceleration under each sampling vehicle speed according to the braking statistical data of the effective running-in period to obtain the average deceleration corresponding to each sampling vehicle speed;
and calculating the variance of the deceleration under each sampling vehicle speed according to the effective running-in period brake statistical data and the average deceleration to obtain the deceleration variance corresponding to each sampling vehicle speed.
3. The braking energy recovery control method based on driving behavior analysis according to claim 2, wherein the obtaining of the motor speed corresponding to each sampled vehicle speed according to each sampled vehicle speed in the brake statistical data in the running-in period specifically comprises:
calculating the motor rotating speed corresponding to each sampling vehicle speed through the following formula:
Figure FDA0003253310000000011
wherein n represents the motor rotating speed corresponding to each sampling vehicle speed, and the unit is rpm and ViIndicates the ith sampling vehicle speed, R0Representing the wheel rolling radius and i representing the overall transmission ratio of the transmission system.
4. The braking energy recovery control method based on driving behavior analysis of claim 3, wherein the calculating, according to the brake statistical data in the break-in period, the braking torque corresponding to each deceleration at each sampled vehicle speed by using a mathematical statistical method specifically comprises:
confidence intervals of deceleration corresponding to each sampling vehicle speed in the brake statistical data in the running-in period are calculated;
and calculating corresponding braking torque according to the deceleration corresponding to each sampling vehicle speed and the confidence interval.
5. The braking energy recovery control method based on driving behavior analysis of claim 4, wherein the confidence interval of deceleration corresponding to each sampled vehicle speed in the running-in brake statistical data specifically comprises:
normalizing the deceleration corresponding to each sampling vehicle speed in the brake statistical data in the running-in period, wherein the deceleration distribution corresponding to each sampling vehicle speed meets the requirement
Figure FDA0003253310000000021
Wherein, aiIndicating the deceleration corresponding to the ith sampled vehicle speed,
Figure FDA0003253310000000022
the representation corresponds to the ith sampling vehicle speedAverage deceleration of σi 2Represents the deceleration variance corresponding to the ith sampling vehicle speed, and aiStandardization of
Figure FDA0003253310000000023
Wherein, a'iThe vehicle speed is represented according to the normalized ith sampling vehicle speed;
according to the deceleration a 'corresponding to the ith normalized sampling vehicle speed'iThe confidence interval of the standard normal distribution of the speed is calculated, and the deceleration a corresponding to the ith sampling vehicle speed is calculatediThe confidence interval of (d) is set to 1-alpha, and the confidence interval of (mu) is calculated from the standard normal distribution-α/2，μα/2) The left end point of the interval is a lower alpha/2 quantile point of the standard normal distribution, and the right end point of the interval is an upper alpha/2 quantile point of the standard normal distribution;
to (mu)-α/2，μα/2) Two endpoints μ of the interval-α/2、μα/2According to the formula
Figure FDA0003253310000000024
Performing inverse transformation to calculate aiConfidence interval at 1-alpha, set to (U)-α/2，Uα/2)。
6. The braking energy recovery control method based on driving behavior analysis of claim 5, wherein the calculating a corresponding braking torque according to the deceleration corresponding to each of the sampled vehicle speeds and the confidence interval specifically comprises:
the deceleration a corresponding to the ith sampling vehicle speediTwo endpoints U of a confidence interval at a confidence 1-alpha-α/2、Uα/2Substitution formula
Figure FDA0003253310000000031
Calculating corresponding braking torque, wherein M represents braking energy recovery torque, M represents vehicle mass, and R represents vehicle mass0Representing the rolling radius of the tire, i representing the total drive ratio of the drive train, and k being the ratioCoefficient representing the proportion of regenerative braking, and the proportion coefficients of different sampling vehicle speeds can be different, and U is calculated-α/2The result of the calculation after substituting the above formula is recorded as M1, Uα/2The result of calculation after the above formula is substituted is expressed as M2, and the average deceleration corresponding to the ith sampling vehicle speed is calculated
Figure FDA0003253310000000032
The result of the calculation after substituting the above formula is denoted as M0.
7. The braking energy recovery control method based on driving behavior analysis according to claim 6, wherein the obtaining of the braking energy recovery table according to the opening degree of a brake pedal, the motor rotation speed corresponding to each sampled vehicle speed, and the braking torque corresponding to each deceleration at each sampled vehicle speed specifically comprises:
determining the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening during braking;
in the braking energy recovery table, finding out the row where the rotating speed of each motor is located, and filling M1 into the row where the opening of the brake pedal is the lowest opening of the brake pedal;
filling M2 into the row with the brake pedal opening as the highest brake pedal opening;
filling M0 into the row where the brake pedal opening is the average brake pedal opening;
and filling other rows in the braking energy recovery table according to an interpolation method.
8. The braking energy recovery control method based on driving behavior analysis according to claim 7, wherein the determining of the lowest brake pedal opening, the highest brake pedal opening, and the average brake pedal opening during braking specifically comprises:
and determining the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening according to the empirical values, or counting the pedal openings corresponding to braking at each sampling vehicle speed in the break-in period to obtain the lowest brake pedal opening, the highest brake pedal opening and the average brake pedal opening.
9. The braking energy recovery control method based on driving behavior analysis according to claim 1, characterized in that the braking energy recovery control method based on driving behavior analysis further comprises:
and checking the braking energy recovery table.
10. The braking energy recovery control method based on driving behavior analysis according to claim 9, wherein the verifying the braking energy recovery table specifically includes:
after the running-in period is finished, performing hypothesis test on the solidified distribution function according to newly acquired sample data on the solidified deceleration distribution under different sampling vehicle speeds, and performing hypothesis test on the ith sampling vehicle speed ViCorresponding solidified deceleration profile
Figure FDA0003253310000000041
Hypothesis testing was performed at a significant level β, and the hypothesis testing procedure specifically included:
the original hypothesis H0 is proposed:
Figure FDA0003253310000000042
let us assume H1:
Figure FDA0003253310000000043
a represents a deceleration check value at the current vehicle speed;
test statistics were selected, and when H0 was true, there were
Figure FDA0003253310000000044
Figure FDA0003253310000000045
Representing the mean of the newly sampled deceleration samples, n represents the number of samples for a given significance level beta,for the probability P { A | ≧ u |, which is the small probability event occurrence in a statistical processβ/2β, calculated according to a standard normal distributionα/2X, wherein X represents a specific number calculated from the significance level β by a standard normal distribution function, to give the rejection zone Ic＝{A||A|≥X}
Averaging deceleration samples
Figure FDA0003253310000000046
Substitution formula
Figure FDA0003253310000000047
Calculating the value of A;
judging whether A falls in a rejection area I or notcIn the condition that { A | | A | ≧ X }, if yes, the feedback is abnormal, and if not, the feedback is not carried out;
if the feedback is abnormal, prompting a driver through an acousto-optic device so that the driver can determine whether the braking energy recovery table needs to be updated or not;
if the driver confirms that the energy recovery table needs to be updated, the steps of counting the brake data, calculating the motor rotating speed corresponding to each sampling vehicle speed, calculating the brake torque corresponding to each deceleration under each sampling vehicle speed and determining the brake energy recovery table according to the opening degree of a brake pedal, the motor rotating speed and the brake torque are repeatedly executed.
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