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ICEMCE-2022 IOP Publishing
Journal of Physics: Conference Series 2450 (2023) 012026 doi:10.1088/1742-6596/2450/1/012026

Analysis of Regenerative Braking Strategy for Electric

Vehicles Based on Braking Intention

Bin Guo1*, Hui Zhang2

1,2
College of Mechanical Engineering, Xijing University, Xi'an, Shaanxi, 710123,
China
*
Corresponding author’s e-mail: [email protected]

Abstract: Improved energy recovery during braking is the goal of the distributed drive electric
car regenerative braking system. A regenerative braking control strategy for electric vehicles
based on braking intention is suggested in order to address various drivers' braking intents and
road adhesion circumstances. An electric vehicle regenerative braking model for distributed
drives is created using the MATLAB/Simulink tools. On the basis of FTP-75 operating
conditions and open road operating conditions, the efficacy and economy of the control
strategy in this study are verified. According to the various road adhesion coefficients, the
simulation results demonstrate that the control method in this work can appropriately divide the
braking torque of the wheels on both sides of the coaxial wheel. The technique can successfully
enhance the regenerative braking recovery of distributed drive electric vehicles as compared to
the often employed regenerative braking control method.

1. Introduction
An electric vehicle's braking energy recovery system can use the generator to turn extra braking
energy into energy, which is then stored in an accumulator. It can reduce energy consumption to some
level, increase the electric car's driving range, and resolve the accumulator's development issue. The
braking energy recovery system of an electric vehicle is widely used to maximize the regenerative
energy output when braking energy is recovered[1]. Therefore, based on MATLAB, this paper studies
the braking energy recovery strategy for distributed-driven EVs.
This paper takes a four-wheel-hub motor allotted pressure kind electric powered car as the goal
model, takes the regenerative braking gadget to manage method as the research object, research the
regenerative braking method of dispensed force electric powered car based totally on driver braking
intent and road adhesion situation and judges driver braking intent in accordance to the acceleration of
the electric powered car and based totally on the driver braking intent and avenue adhesion factor.
Using the MATLAB/Simulink software, the distributed drive electric vehicle's regenerative braking
control method is devised, and the model for regenerative braking is constructed. Based on the open
road and FTP-75 working conditions, the effectiveness and economy of the control strategy are
confirmed.

2. Working principle
A sketch of the brake energy recovery system structure is shown in Figure. 1.
The brake energy recovery system mainly includes a control strategy, motor and battery, etc. In
order to maximize the amount of kinetic energy that is converted into electrical energy and transferred
to power batteries for storage, the braking energy recovery system of an electric vehicle uses control

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ICEMCE-2022 IOP Publishing
Journal of Physics: Conference Series 2450 (2023) 012026 doi:10.1088/1742-6596/2450/1/012026

strategies to distribute the ratio of the braking moment to the mechanical braking moment of the front
and rear wheel motors. This increases the efficiency of the electric vehicle's energy utilization[2].

Figure 1. Structure sketch of brake energy recovery system.

3. Parameter Matching
For distributed drive electric vehicles, it is required to first identify the fundamental parameters and
driving performance indicators of the target model before matching parameters like motors and
batteries. The basic parameters of the target models in this article are shown in Tables 1 and 2 below.

Table 1. Vehicle basic parameters

Items Parameter values
Mass(m) 1900 kg
Wheelbase(L) 3m
Tire rolling radius(r) 0.3 m
Driving range(S) 350 km

Table 2. Driving Performance Indicators

Items Parameter values
Maximum Speed (umax) 150 km/h
0~100 Acceleration Time (t) 10 s
Maximum slope (i) 30%

3.1. Rated power matching of motor

The motor output power is used to determine the rated power of the motor when the vehicle is running
at a maximum speed of 150km/h. The formula is as follows.

2
ICEMCE-2022 IOP Publishing
Journal of Physics: Conference Series 2450 (2023) 012026 doi:10.1088/1742-6596/2450/1/012026

umax C Au 2 (1)
P= (mgf + D max )
3600η 21.15
The maximum slope climb is used to calculate the motor's rated power, and the equation is as
follows.
umax C Au 2 (2)
P= (mgf cos α + mg sin α + D max )
3600η 21.15
The motor rate determined by the acceleration time is as follows.
umax C Au 2 d
P= (mgf + D max + δm u ) (3)
3600η 21.15 dt
Based on the Formulas (1-3), the rated power of the motor can be calculated to be 18 kW.

3.2. Motor parameter matching

The formula for motor-rated speed is as follows[3].
nmax
ne = (4)
β
In Formula (4), to enlarge the constant power zone factor of the driving motor, β generally takes 3,
so the rated speed of the driving motor is 450r/min.
The rated torque is determined according to the rated speed and power of the driving motor. The
formula is as follows.
Pe ⋅ 9550
Te = (5)
ne
Formula (4) calculates the rated motor torque of 382 Nm.
The battery model is used to calculate the rechargeable capacity of the regenerative braking motor.
The capacity of the power battery is calculated by the method of endurance mileage. The power
battery capacity formula is as follows[4-5].
CD Au 2
mgf +
E= 21.15 S (6)
3600 DODηtηrηm (1 − ηa )
In Formula (6), E is the battery energy; DOD is battery discharge depth, 80%; ηt is transmission
efficiency, 0.93; ηr is battery discharge efficiency, 0.95; ηm is drive motor efficiency, 0.9; ηa is the
proportion of car accessories consumed, 0.18; S is the driving mileage, 350 km.
C D Au 2
mgf +
C=
1000 E
= 21.15 S (7)
U 3.6 DODηtη rη m (1 − η a ) U
In Formula (7), C is the power battery capacity; E is the power battery energy, 53.76 kWh; U is
the power battery voltage, 336 V. The power battery capacity is 160 Ah.
Based on the above calculation, the motor and battery parameters can be obtained as shown in
Table 3.
Table 3. Motor and battery parameters
Items Parameter Parameter values
Rated power(kW) 18
-1
Motor Rated speed (rmin ) 450
Rated torque(Nm) 382
Rated voltage(V) 336
Battery Capacity(Ah) 160
Rated voltage(V) 336

3
ICEMCE-2022 IOP Publishing
Journal of Physics: Conference Series 2450 (2023) 012026 doi:10.1088/1742-6596/2450/1/012026

3.3. Generation model

The maximum generating moment of distributed drive electric vehicle is affected by its own motor
rating parameter and is also constrained by the accumulator. Based on the motor parameters matched
in Table 3, the formula of the maximum generating moment is given.
 9550 Pd 9550 PB max 
Te max = min   n > nd
 nηcηr nηcηr 
(8)
 9550 PB max 
Te max = min Td  n ≤ nd
 nηcηr 
In Formula (8), Temax is the maximum regenerative braking moment of the motor; Pd is the rated
power of the motor; PBmax is the maximum charging power of the accumulator; ηc Charging efficiency
for power batteries; ηr Discharge efficiency for power batteries; Td is the rated torque of the motor; nd
is the rated speed of the motor[6].

4. Control strategy
The regenerative braking control flow is recognized in accordance with the braking purpose in Figure
2. The distributed drive electric car regenerative braking control strategy presented in this research
takes the driver's intended braking into account. The threshold value of braking intent is determined by
braking intensity. Light braking is defined as less than 0.3g, normal braking as between 0.3g and 0.7g,
and emergency braking as anything greater than 0.7g. Regenerative braking is only used by the front
wheel motor in mild braking, all four wheels are used in regenerative braking in regular braking, and
brake energy recovery is not used in emergency braking[7].

Figure 2. Braking intent recognition regenerative braking control flow.

4.1. Light braking

Regenerative braking with two hub motors is more effective than regenerative braking with four hub
motors because of the energy loss during hub motor power generation. Therefore, when lightly
braking, the driver simply needs to apply the front wheel hub motor's regenerative braking moment,
and the light braking formula is as follows.
T 1 + T 2 = Tq (9)

4
ICEMCE-2022 IOP Publishing
Journal of Physics: Conference Series 2450 (2023) 012026 doi:10.1088/1742-6596/2450/1/012026

In formula (9), T1 and T2 are the regenerative braking torque of the left front and right front wheel
motors, respectively, and Tq is the braking torque required by the driver.
Considering that the greater the road adhesion factor, the greater the limit the tire can exert, the
greater the output braking moment. The formula for setting the regenerative braking moment of the
front axle motor according to the road adhesion factor of the hub motor is as follows.
T 1: T 2 = ϕ1: ϕ 2 (10)
In formula (10), φ1 and φ2 are the adhesion coefficients of the left front wheel and the right front
wheel, respectively.

4.2. Normal braking

Having only two front-wheel hub motors may not be enough to give enough braking power while
braking normally. To enable safe braking and maximize energy recovery during braking. Therefore,
the distributed drive electric car's four wheels give the motor's regenerative braking moment while
stopping normally. The total braking moment distribution between the front and rear axles should be
near to the I curve in order to increase the vehicle's braking stability. The following is the general
braking formula.
T 1 + T 2 + T 2 + T 3 = Tq (11)
In formula (11), T3 and T4 are the regenerative braking torque of the left rear wheel and right rear
wheel motors, respectively.
Considering that the greater the street adhesion factor, the larger the restriction the tire can exert,
the larger the braking moment output. The following equation determines the coaxial motor's
regenerative braking moment on either side based on the hub motor's road adhesion factor.
T 1: T 2 = ϕ1: ϕ 2
(12)
T 3 :T 4 = ϕ3 :ϕ 4
In formula (12), φ3 and φ4 are the road adhesion coefficients of the right front wheel and the right
rear wheel, respectively.

4.3. Emergency braking

The braking force is greater, and the situation is more serious during emergency braking. Regulations
state that regenerative braking capacity must be disabled and that four-wheel hydraulic braking must
supply the braking moment in order to assure emergency braking effectiveness. In order to enhance
the braking stability of the vehicle, the total braking moment distribution of the front and rear axles
should be close to the I curve. The emergency braking formula is as follows.
T 5 + T 6 + T 7 + T 8 = Tq (13)
T 5 : T 6 = ϕ1: ϕ 2
(14)
T 7 :T 8 = ϕ3 :ϕ 4
In formula (13-14), T5 and T6 are the hydraulic braking torque of the left front wheel and the right
front wheel, respectively, and T7 and T8 are the hydraulic braking torque of the left rear wheel and the
right rear wheel, respectively.

5. Simulation analysis

5.1. Validation of validity

This article's control strategy is to set various control methods in accordance with various road surface
adhesion coefficients. Therefore, pavements with different adhesion coefficients are set to verify the
effectiveness of this control strategy.
The simulated working conditions are as follows: Different road adhesion coefficients are set for
the left and right wheels, 0.4 for the left and 0.8 for the right, and 2000 Nm for the vehicle’s total
four-wheel braking moment. The simulation results are as follows.

5
ICEMCE-2022 IOP Publishing
Journal of Physics: Conference Series 2450 (2023) 012026 doi:10.1088/1742-6596/2450/1/012026

700 800
Front axle FR
back shaft 700 RR
600 FL
600 RL

500 500

400
400
300

300 200
0 0.5 1 1.5 2 2.5 3 3.5 4 0 0.5 1 1.5 2 2.5 3 3.5 4
time(s) time(s)
Figure 3. Braking force is required for the Figure 4. The actual distribution of the four-
front and rear axles. wheel braking moment.

From Figure. 3 to Figure. 4, it is known that the left front wheel braking moment is 490 Nm, the
right front wheel braking moment is 710 Nm, the left rear wheel braking moment is 267 Nm, and the
right rear wheel braking moment is 533 Nm. Comparatively, it is understood that the total four-wheel
braking moment can meet the required brake moment and that the ratio of the left and right coaxial
tires' braking moments is equal to the ratio of their respective road adhesion coefficients. Therefore,
the demand braking moment of the front and rear axles can be distributed using the brake intention
recognition control approach presented in this study. The braking moment of coaxial wheels is
appropriately distributed based on various road adhesion parameters.

5.2. Economic validation

Set up two simulation groups to analyze the economy. The same four-wheel road adhesion factor is
established as a result. While approach B uses the cruise system's braking energy recovery strategy,
strategy A employs the braking energy recovery control strategy developed in this study.
300 45

250
40
200

150 35

100
30
50

0 25
0 500 1000 1500 2000 2500 0 500 1000 1500 2000 2500
time(s) time(s)

Figure 5. Maximum regenerative braking Figure 6. Total regenerative braking moment of

moment of the motor. the motor.
0.15 90
A strategy A strategy
B strategy 89 B strategy

0.1
88
87.3
87
0.05 87.2

86 87.1
1600 1650 1700

0 85
0 500 1000 1500 2000 2500 0 500 1000 1500 2000 2500
time(s) time(s)

Figure 7. Brake energy recovery percentage. Figure 8. SOC Curve Comparison.

6
ICEMCE-2022 IOP Publishing
Journal of Physics: Conference Series 2450 (2023) 012026 doi:10.1088/1742-6596/2450/1/012026

The simulation results are shown in Table 4.

Table 4. Comparison of economic results
Energy recovery
Simulation group SOC value
percentage
A strategy 85.71% 0.14%SOC
B strategy 85.65% 0.10%SOC
From Figures 5 to 8, it can be viewed that the A control strategy designed in this paper can choose
the driver's braking intentions in accordance to the vehicle's deceleration and distribute exclusive
regenerative motor braking moments in accordance to the braking intentions. It effectively increases
the percentage of the battery's SOC value while braking compared to the widely utilized B control
strategy, and after one FTP-75 run, the A control strategy's remaining SOC value is higher than the B
strategy's. The specific proportion of energy recovery and the remaining SOC value in Table 4 shows
that A is 0.06% higher than B, and the proportion of energy recovery is 0.04%.

6. Conclusion
The braking intent recognition control strategy set in this paper can distribute the braking moment
required by means of the front and rear axles and moderately distribute the braking moment of coaxial
wheels in accordance to one of kind road adhesion factors. Compared with the regenerative braking
manipulate approach normally used below the FTP-75 condition, this approach can drastically expand
the percentage of electricity restoration with the aid of about 40% all through the braking process,
which has a positive economic value and additionally offers a theoretical groundwork for subsequent
simulation analysis.

References
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vehicles. Automobile Applied Technology.
[2] Jansen, S. , Boekel, J. , Iersel, S. , Besselink, I. , & Nijmeijer, H. . (2013). Vehicle state
estimator-based regenerative braking implementation on an electric vehicle to improve
lateral vehicle stability.
[3] Jin, X. U. , Sujing, G. U. , Zheng, Z. , Xiong, X. , Shi, X. , & Zhai, H. . (2018). Research
on regenerative braking based on an electric vehicle with an in-wheel motor. Electric
Machines & Control Application.
[4] Wang, Y. , Xie, M. , & Dihua, Y. I. . (2018). The Research and Verification of Cooperative
Regenerative Braking Function Based on an Electrical Brake Booster System.
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an electric vehicle. Automobile Applied Technology.
[6] WeiLIU, HongzhongQI, XintianLIU, & YansongWANG. (2020). Evaluation of regenerative
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