An E-power architecture vehicle EBS module interaction control method and system

Abstract

The application provides an E-power architecture vehicle EBS module interaction control method and system, relates to the brake energy recovery technical field, and a VCU controller sends maximum driving torque information and maximum brake torque information to an EBS module in the form of a message; the VCU controller also sends rear drive axle motor set information and maximum brake torque information to the EBS module in the form of a message; the EBS module is used as a torque coordination range in the driving and braking processes, and maximum torque is used as a reference to control the set output brake percentage. The application solves the problem that brake energy cannot be effectively recovered in the case that motor braking directly exits during the EBS module braking process, and avoids the problem of brake force mutation during the EBS module intervention process. The application guarantees efficient recovery of vehicle braking energy and smoothness of brake force control switching after the EBS module system intervention.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of brake energy recovery, in particular to an EBS module interaction control method and system for an E-power architecture vehicle. BACKGROUND

[0002] Energy recovery is to convert the energy that cannot be directly stored and wasted into a form of energy that can be stored and utilized, such as heat, mechanical, light, etc., into electrical energy for storage and reuse. For example, solar energy recovery, vehicle vibration energy recovery, and geothermal energy recovery. In the field of electric vehicles, energy recovery can also be performed, that is, during vehicle braking, the brake energy is recovered, and the recovered energy is used to charge the battery.

[0003] In the prior art, CN112829600 discloses a new energy commercial vehicle composite braking strategy for a non-EBS module platform. First, the VCU collects the brake pedal stroke, and when the brake pedal stroke is not 0, the vehicle enters braking. The VCU calculates the current motor braking torque size according to the current motor state, brake pedal stroke size, and battery system allowed energy recovery. If ABS is not activated, i.e., the message information is always 00, the VCU sends the calculated negative torque result request directly to the MCU, and the MCU controls the motor to respond accordingly. If ABS is activated, i.e., the message information changes from 00 to 01, and the ABS activation count n is 1, the VCU determines whether the vehicle is in a light braking state or a heavy braking state according to the brake pedal stroke size. If the brake pedal stroke returns to 0, the vehicle does not need to brake, and since the VCU calculates the motor torque and the brake pedal stroke is positively related, the requested motor negative torque is automatically 0. At this time, the ABS activation count n is cleared, and the braking state is ended. If the brake pedal is still in the braking state, the VCU determines whether ABS is activated again to determine whether the requested motor negative torque needs to be weakened again. If ABS is activated again, the ABS activation count n becomes 2, and the brake pedal depth is determined again. If the brake pedal stroke returns to 0, the vehicle does not need to brake, and the requested motor negative torque is automatically 0. At this time, the ABS activation count n is cleared, and the braking state is ended. If the brake pedal is still in the braking state, and assuming that the ABS activation count has reached A times, the VCU sets the motor negative torque request to 0, the ABS activation count n is cleared, and the electric braking state is ended.

[0004] Although the document retains the motor brake energy feedback, improves the energy utilization rate of the vehicle, and reduces the use of vehicle service brakes, it does not consider the case when the new energy commercial vehicle works with the EBS module system.

[0005] That is, in the new energy vehicle braking energy recovery process, the EBS module and the vehicle controller VCU controller cooperatively manage the motor braking torque output, because of the safety characteristics of the EBS module, when the EBS module intervenes, the VCU controller completely gives up the control of the motor braking torque, and directly transfers to the pure mechanical control braking of the EBS module, and there is no process of using the existing motor to brake by the EBS module, which leads to that the braking energy recovery efficiency cannot reach the optimum, and because the motor braking torque disappears instantaneously, it will cause a momentary braking torque failure, which affects the driving feeling and the vehicle smoothness. SUMMARY

[0006] The application provides an E-power architecture vehicle EBS module interaction control method, which solves the problem of low braking efficiency in the whole braking energy recovery process caused by the fact that the motor no longer has the demand for braking torque when the EBS module intervenes in the braking process.

[0007] The method comprises the following steps:

[0008] S101, the VCU controller sends the related external characteristic points of the front drive axle motor group, the maximum driving torque information and the maximum braking torque information of the motor group to the EBS module in the form of EM1_BAM, EM1_E and EM1_R messages;

[0009] S102, the VCU controller also sends the related external characteristic points of the rear drive axle motor group, the maximum driving torque information and the maximum braking torque information of the motor group to the EBS module in the form of EM2_BAM, EM2_E and EM2_R messages;

[0010] S103, the EBS module receives the messages sent by the VCU controller, and uses the maximum torque as a reference to control the set output braking percentage as the coordination range of the torque in the driving and braking process.

[0011] It is further explained that when the VCU controller detects that the accelerator pedal opening is below the accelerator opening limit value allowed by the system to perform energy recovery, the current vehicle speed is greater than the vehicle speed limit value allowed by the system to perform energy recovery, and the braking pedal state feedback by the EBS module is 0 through the EBC1 message, the system enters the coasting energy recovery mode in the energy recovery mode.

[0012] In the coasting energy recovery mode, the VCU controller informs the EBS module of the total front drive axle motor coasting braking torque and the total rear drive axle motor coasting braking torque through EEC3_EM1 and EEC3_EM2 messages respectively.

[0013] Further need to explain is, when the vehicle is in the coasting energy recovery mode, and the VCU controller obtains the brake pedal state feedback of the EBS module through the EBC1 message information is not 0, the vehicle enters the pedal brake energy recovery mode;

[0014] According to the stroke amount of the current brake pedal, the output brake torque total is adjusted in proportion;

[0015] The VCU controller sends the front drive axle motor brake torque total and the rear drive axle motor brake torque total to the EBS module through the ERC1_EM1 message and the ERC1_EM2 message respectively;

[0016] The VCU controller also sends the coasting brake torque values in EEC3_EM1 and EEC3_EM2 to the EBS module according to the actual torque values of the front and rear drive axles.

[0017] Further need to explain is, when the VCU controller obtains the working state of the EBS module through the EBC1 message becomes valid, and the vehicle allows to enter the energy recovery mode, the vehicle enters the EBS module brake energy recovery mode;

[0018] The VCU controller keeps the torque output control of the front and rear drive axle motors unchanged, and compares with the EBS module requested motor brake torque obtained from the EMC1_EM1 and EMC1_EM2 messages;

[0019] When the front and rear axle brake torque requested from the EBS module is greater than the current brake torque, and less than the maximum brake torque allowed by the current drive axle, the VCU controller controls the front and rear drive axle motors to adjust the brake torque to the EBS module requested brake torque target value, and feeds back the actual torque percentage of the current drive motor to the EBS module through ERC1_EM1 and ERC1_EM2;

[0020] During the torque change process, the VCU controller simultaneously controls the coasting torque values in EEC3_EM1 and EEC3_EM2 to decrease to 0 according to a certain slope gradient.

[0021] Further need to explain is, when the brake torque requested by the EBS module is greater than the maximum brake torque of the current drive axle, the VCU controller controls the current drive axle to work at the preset maximum brake torque, and feeds back the actual torque percentage of the current drive motor to the EBS module through ERC1_EM1 and ERC1_EM2;

[0022] The VCU controller also controls the coasting brake torque percentage values in EEC3_EM1 and EEC3_EM2 to be zero.

[0023] Further need to explain is, when EBS module request certain bridge brake torque is less than the current actual output torque of corresponding drive axle, VCU controller controls corresponding drive axle brake torque to EBS module demand target value, simultaneously VCU controller controls the slip brake torque percentage value in EEC3_EM1 and EEC3_EM2 zero.

[0024] Further need to explain is, when the motor fault or battery SOC is higher than the limit A that does not allow entering energy recovery mode, then the system does not enter energy recovery mode, at this time VCU controller does not respond to the brake torque demand of EBS module request, the actual motor brake torque percentage fed back to EBS module by ERC1_EM1 and ERC1_EM2 is 0.

[0025] Further need to explain is, when EBS module request motor brake torque is zero, the actual motor brake torque percentage fed back to EBS module by VCU controller through ERC1_EM1 and ERC1_EM2 is 0.

[0026] The application also provides an E-power architecture vehicle EBS module interactive control system, the system includes: VCU controller and EBS module;

[0027] VCU controller and EBS module are connected by CAN bus communication, and interact through message information;

[0028] The message information of front drive axle brake group sent by VCU controller to EBS module includes: EM1_BAM message, EM1_E message, EM1_R message, ERC1_EM1 message, EEC3_EM1 message;

[0029] EM1_BAM message is broadcast message structure information;

[0030] EM1_E message is the speed information, torque information and maximum drive torque information when the front drive axle motor drives;

[0031] EM1_R message is composed of external characteristic point information and maximum brake torque information when the front drive axle motor brakes;

[0032] ERC1_EM1 message is the working state of the front drive axle motor, the actual front drive axle motor output torque percentage, the front drive axle motor speed, the brake torque percentage required by the driver to be allocated to the front drive axle part information, the source address of the control device, the retarder handle position percentage and the maximum brake torque percentage available for the current motor;

[0033] EEC3_EM1 message is the brake torque size percentage of the current front axle in the motor slip braking process;

[0034] The message information of the front drive axle brake group sent by the EBS module to the VCU controller includes an EMC1_EM1 message;

[0035] The EMC1_EM1 message includes a front axle drive motor control mode requested during driving, a priority of the front axle drive motor control mode requested during driving, a front axle drive motor control mode requested during braking, a priority of the front axle drive motor control mode requested during braking, a torque size of the front axle drive motor controlled by the EBS module during driving, and torque size information of the front axle drive motor controlled by the EBS module during braking.

[0036] It should be further explained that the message information of the rear drive axle brake group sent by the VCU controller to the EBS module includes an EM2_BAM message, an EM2_E message, an EM2_R message, an ERC1_EM2 message, and an EEC3_EM2 message.

[0037] The message information of the rear drive axle brake group sent by the EBS module to the VCU controller includes an EMC1_EM2 message.

[0038] As can be seen from the above technical solution, the present application has the following advantages:

[0039] In the EBS module interaction control method of the E-power architecture vehicle provided by the present application, the EBS module and the VCU controller cooperatively control the electric drive system to realize the process of switching the control authority of the vehicle braking force, solve the problem that the braking energy cannot be effectively recovered in the case that the motor braking directly exits during the braking process of the EBS module, and avoid the problem of sudden change of the braking force during the intervention of the EBS module. The present application ensures the efficient recovery of the vehicle braking energy and the smoothness of the control switching of the braking force after the intervention of the EBS module system.

[0040] The present application can also efficiently collect, store, and process the EBS module interaction control information, realize process monitoring based on the front drive brake group, the rear drive brake group, and related information, and use multi-dimensional space to describe the braking force use process. The present application ensures the braking torque effect, improves the driving feeling and the vehicle smoothness, effectively avoids the safety risks caused by failure, improves the vehicle management level under the E-power architecture, and thus realizes the timeliness and scientificity of the whole process supervision, management, and control of the efficient recovery of the vehicle braking energy and the control switching of the braking force after the intervention of the EBS module system. BRIEF DESCRIPTION OF DRAWINGS

[0041] In order to more clearly illustrate the technical solutions of the present application, the drawings required to be used in the description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0042] Figure 1 EBS module interaction control system schematic diagram for E-power architecture vehicle

[0043] Figure 2 EBS module interaction control method flow chart for E-power architecture vehicle. DETAILED DESCRIPTION

[0044] The EBS module interaction control method for E-power architecture vehicle provided by the present application is to solve the problem that the EBS module cannot utilize the motor to brake in the prior art, which leads to that the brake energy recovery efficiency cannot be optimized, and at the same time, because the motor braking torque disappears instantaneously, the braking torque is invalid for a moment.

[0045] The EBS module interaction control method for E-power architecture vehicle provided by the present application comprises both hardware level technology and software level technology. The basic technology of the EBS module interaction control method for E-power architecture vehicle generally comprises technologies such as sensors, special artificial intelligence chips, cloud computing, distributed storage, big data processing technology, operation / interaction system, mechatronics, etc. The EBS module interaction control method for E-power architecture vehicle is realized by combining the computer program code of operation, and the program includes but is not limited to object-oriented program design languages such as Java, Smalltalk, C++, and also includes conventional procedural program design languages such as "C" language or similar program design languages. The program code can be completely executed on the vehicle by the controller, or can be executed as a separate software package. The vehicle can also be connected to a user computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, connected to the Internet through an Internet service provider).

[0046] The EBS module interaction control method for E-power architecture vehicle provided by the present application utilizes the EBS module and the VCU controller to interact through message information, and according to the whole vehicle driving form of the EPOWER vehicle, the front and rear drive axle braking control is divided to ensure the efficient recovery of the whole vehicle braking energy and the smoothness of the braking force control switching after the EBS module system is involved.

[0047] The E-power architecture vehicle EBS module interactive control method is applied to one or more vehicles, and the vehicle is a vehicle capable of following a previously set or stored instruction, and a VCU controller includes but is not limited to a microprocessor, an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), a digital signal processor (DSP), and the like.

[0048] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative labor fall within the protection scope of the present application.

[0049] Please refer to Figure 1 Fig. 1 is a schematic diagram of an EBS module interactive control system of an E-power architecture vehicle in an embodiment, and the system includes a VCU controller and an EBS module.

[0050] The VCU controller and the EBS module are connected through a CAN bus communication, and interact through message information.

[0051] The message information of a front drive axle brake group sent by the VCU controller to the EBS module includes an EM1_BAM message, an EM1_E message, an EM1_R message, an ERC1_EM1 message, and an EEC3_EM1 message.

[0052] The EM1_BAM message is a broadcast message structure information.

[0053] The EM1_E message is speed information, torque information, and maximum drive torque information when the front drive axle motor is driven.

[0054] The EM1_R message is composed of external characteristic point information and maximum brake torque information when the front drive axle motor is braked.

[0055] The ERC1_EM1 message is working state information of the front drive axle motor, actual front drive axle motor output torque percentage, front drive axle motor speed, driver required brake torque percentage allocated to the front drive axle part information, source address of the control device, retarder handle position percentage, and current maximum brake torque percentage available for the motor.

[0056] The EEC3_EM1 message is a current front axle brake torque size percentage in a motor coasting brake process.

[0057] The message information of the front drive axle brake group sent by the EBS module to the VCU controller includes an EMC1_EM1 message;

[0058] The EMC1_EM1 message includes a front axle drive motor control mode requested during driving, a priority of the front axle drive motor control mode requested during driving, a front axle drive motor control mode requested during braking, a priority of the front axle drive motor control mode requested during braking, a torque size of the front axle drive motor controlled by the EBS module during driving, and torque size information of the front axle drive motor controlled by the EBS module during braking.

[0059] For the message information of the rear drive axle brake group of the application, the message information of the rear drive axle brake group sent by the VCU controller to the EBS module includes an EM2_BAM message, an EM2_E message, an EM2_R message, an ERC1_EM2 message, and an EEC3_EM2 message.

[0060] The message information of the rear drive axle brake group sent by the EBS module to the VCU controller includes an EMC1_EM2 message.

[0061] The EM2_E message is information of a rotational speed, torque, and maximum driving torque of the rear axle drive motor during driving;

[0062] The EM2_R message is composed of information of an external characteristic point and maximum braking torque of the rear axle drive motor during braking;

[0063] The ERC2_EM2 message is information of a working state of the rear axle drive motor, an actual output torque percentage of the rear axle drive motor, a rotational speed of the rear axle drive motor, a driver required braking torque percentage allocated to the rear axle, a source address of a control device, a brake handle position percentage, and a maximum braking torque percentage available for the rear motor;

[0064] The EEC3_EM2 message is information of a braking torque percentage of the rear axle during coasting braking of the motor;

[0065] The EMC1_EM2 message includes a rear axle drive motor control mode requested during driving, a priority of the rear axle drive motor control mode requested during driving, a rear axle drive motor control mode requested during braking, a priority of the rear axle drive motor control mode requested during braking, a torque size of the rear axle drive motor controlled by the EBS module during driving, and torque size information of the rear axle drive motor controlled by the EBS module during braking.

[0066] The application can also archive the EM1_BAM message, the EM1_E message, the EM1_R message, the ERC1_EM1 message, the EEC3_EM1 message, the EMC1_EM1 message, the EM2_BAM message, the EM2_E message, the EM2_R message, the ERC1_EM2 message, the EEC3_EM2 message and the EMC1_EM2 message. In the instrument panel configuration information operation interface of the vehicle, the driver can add the related messages of the vehicle which are not stored or not configured in the system, or modify or delete the related messages of the vehicle which are stored.

[0067] The application can send the vehicle information and the message information to the driver's mobile phone in real time based on a local area network or a wide area network for the driver to use. The controller is also used to track and collect the SOC information, the battery temperature information and the charging and discharging current information, so as to realize information sharing.

[0068] The VCU controller can summarize the front drive brake group, the rear drive brake group and the related message information, so that the driver can check conveniently, and realize the whole vehicle braking force control authority switching control process. The VCU controller can also efficiently collect, store and process the EBS module interaction control information, realize the process monitoring based on the front drive brake group, the rear drive brake group and the related information, and use the multi-dimensional space to describe the braking force use process. The VCU controller can ensure the braking torque effect, improve the driving feeling and the whole vehicle smoothness, effectively avoid the safety risk caused by failure, improve the vehicle management level under the E-power architecture, and realize the timeliness and scientific nature of the whole vehicle braking energy efficient recovery and the braking force control switching whole process supervision, management and control after the EBS module system intervention.

[0069] The following is an embodiment of the E-power architecture vehicle EBS module interaction control method provided by the embodiment of the present disclosure. The method and the E-power architecture vehicle EBS module interaction control system of each embodiment described above belong to the same inventive concept. Details not described in the embodiment of the E-power architecture vehicle EBS module interaction control method can be referred to the embodiment of the E-power architecture vehicle EBS module interaction control system.

[0070] As Figure 2As shown, the method comprises: in the process of the whole vehicle being powered and driven, the VCU controller sends the relevant external characteristic points and the maximum driving torque information and the maximum braking torque information of the motor set of the front drive axle to the EBS module through EM1_BAM, EM1_E and EM1_R messages, and sends the relevant external characteristic points and the maximum driving torque information and the maximum braking torque information of the motor set of the rear drive axle to the EBS module through EM2_BAM, EM2_E and EM2_R messages, the EBS module inputs the received current motor information as the coordination range of the torque in the driving and braking process, and controls the set output brake percentage based on the maximum torque as the reference.

[0071] In the method of the application, when the VCU controller detects that the accelerator pedal opening is below the accelerator opening limit value of the system allowing energy recovery, the current vehicle speed is greater than the vehicle speed limit value of the system allowing energy recovery, and the brake pedal state fed back by the EBS module is 0 through the EBC1 message, the system enters the coasting energy recovery mode in the energy recovery mode, and when in the coasting energy recovery mode, the VCU controller informs the EBS module of the total coasting braking torque of the front drive axle motor and the total coasting braking torque of the rear drive axle motor through the EEC3_EM1 message and the EEC3_EM2 message respectively.

[0072] In the embodiment of the application, when the system is in the coasting energy recovery mode, the VCU controller obtains the brake pedal state fed back by the EBS module through the EBC1 message information, and the EBS module intervention state has not become valid, the system enters the pedal braking energy recovery mode, the output braking torque total is adjusted in proportion according to the stroke amount of the current brake pedal, the VCU controller informs the EBS module of the total braking torque of the front drive axle motor and the total braking torque of the rear drive axle motor through the ERC1_EM1 message and the ERC1_EM2 message respectively, and the coasting braking torque values in the EEC3_EM1 and the EEC3_EM2 are sent to the EBS module according to the actual feedback torque values of the front and rear drive axles.

[0073] As an embodiment of the present application, when the VCU controller obtains the working state of the EBS module through the EBC1 message and the system is allowed to enter the energy recovery mode, the system enters the EBS module braking energy recovery mode, the VCU controller keeps the last state of the torque output control of the front and rear drive axle motors unchanged, and compares the EBS module requested motor braking torque obtained from the EMC1_EM1 and EMC1_EM2 messages, when the front and rear axle braking torque requested by the EBS module is far greater than the current braking torque, but smaller than the maximum braking torque allowed by the current drive axle, the VCU controller controls the front and rear drive axle motors to adjust the braking torque to the EBS module requested braking torque target value, and feeds back the actual torque percentage of the current drive motor to the EBS module through the ERC1_EM1 and ERC1_EM2, and in the torque change process, the VCU controller controls the coasting torque value in the EEC3_EM1 and EEC3_EM2 to decrease to 0 according to a certain slope gradient. When the braking torque requested by the EBS module is far greater than the maximum braking torque of the current drive axle, the VCU controller controls the current drive axle to work at the maximum braking torque allowed, and feeds back the actual torque percentage of the current drive motor to the EBS module through the ERC1_EM1 and ERC1_EM2, and the VCU controller controls the coasting braking torque percentage value in the EEC3_EM1 and EEC3_EM2 to be directly cleared.

[0074] When the braking torque requested by the EBS module is smaller than the actual output torque of the current corresponding drive axle, the VCU controller controls the braking torque of the corresponding drive axle to the EBS module demand target value, and the VCU controller controls the coasting braking torque percentage value in the EEC3_EM1 and EEC3_EM2 to be cleared.

[0075] In the embodiment of the present application, when the motor fails or the battery SOC is higher than the limit value A that does not allow the system to enter the energy recovery mode, the system does not enter the energy recovery mode, at this time the VCU controller does not respond to the braking torque demand requested by the EBS module, and the actual motor braking torque percentage fed back to the EBS module through the ERC1_EM1 and ERC1_EM2 is continuously 0.

[0076] When the motor braking torque requested by the EBS module is cleared, the actual motor braking torque percentage fed back to the EBS module by the VCU controller through the ERC1_EM1 and ERC1_EM2 is 0.

[0077] The units and algorithm steps of each example described in the disclosed embodiments of the E-power architecture vehicle EBS module interactive control method can be realized by electronic hardware, computer software or a combination of both. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. A person skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0078] The flowcharts and block diagrams of the E-power architecture vehicle EBS module interactive control method illustrate the possible implementation architecture, functions and operations of the devices, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowcharts or block diagrams can represent a module, a program segment or a part of code containing one or more executable instructions for implementing a specified logic function. It should also be noted that in some alternative implementations, the functions noted in the blocks can occur in an order different from that noted in the figures.

[0079] The above description of the disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to the embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the examples shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An E-power architecture vehicle EBS module interaction control method, characterized in that the method Comprising: The VCU controller sends the relevant external characteristic points of the front axle motor group, the maximum drive torque information and the maximum braking torque information of the motor group to the EBS module in the form of EM1_BAM, EM1_E and EM1_R messages; The VCU controller also sends the relevant external characteristic points of the rear axle motor group, the maximum drive torque information and the maximum braking torque information of the motor group to the EBS module in the form of EM2_BAM, EM2_E and EM2_R messages; The EBS module receives the messages sent by the VCU controller and uses them as the coordination range of the torque in the driving and braking process, with the maximum torque as the reference to control the set output brake percentage.

2. The EBS module interactive control method of the E-power architecture vehicle according to claim 1, characterized in that: When the VCU controller detects that the accelerator pedal opening is below the accelerator opening limit value allowed by the system for energy recovery, the current vehicle speed is greater than the vehicle speed limit value allowed by the system for energy recovery, and the EBS module feedback brake pedal state is 0 through the EBC1 message, the system enters the coasting energy recovery mode in energy recovery; In the coasting energy recovery mode, the VCU controller informs the EBS module of the total coasting braking torque of the front axle motor and the total coasting braking torque of the rear axle motor through the EEC3_EM1 message and the EEC3_EM2 message respectively.

3. The EBS module interactive control method of the E-power architecture vehicle according to claim 1, characterized in that: When the vehicle is in the coasting energy recovery mode, and the VCU controller obtains the EBS module feedback brake pedal state through the EBC1 message information, the vehicle enters the pedal braking energy recovery mode; According to the current brake pedal stroke, the output braking torque total is adjusted in proportion; The VCU controller sends the total braking torque of the front axle motor and the total braking torque of the rear axle motor to the EBS module through the ERC1_EM1 message and the ERC1_EM2 message respectively; The VCU controller also sends the coasting braking torque values in EEC3_EM1 and EEC3_EM2 to the EBS module according to the actual feedback torque values of the front and rear axle motors.

4. The EBS module interactive control method of the E-power architecture vehicle according to claim 1, characterized in that: When the VCU controller obtains the working state of the EBS module through the EBC1 message and the vehicle is allowed to enter the energy recovery mode, the vehicle enters the EBS module braking energy recovery mode; The VCU controller keeps the torque output control of the front and rear axle motors unchanged and compares it with the EBS module requested motor braking torque obtained from the EMC1_EM1 and EMC1_EM2 messages. When the front and rear axle brake torque requested from the EBS module is greater than the current brake torque, and less than the maximum brake torque allowed by the current drive axle, the VCU controller controls the front and rear drive axle motors to adjust the brake torque to the target value requested by the EBS module, and feeds back the actual torque percentage of the current drive motor to the EBS module through ERC1_EM1 and ERC1_EM2; During the torque change process, the VCU controller simultaneously controls the slip torque value in EEC3_EM1 and EEC3_EM2 to decrease to 0 at a certain slope gradient.

5. The EBS module interaction control method of the E-power architecture vehicle according to claim 1, characterized in that, When the brake torque requested by the EBS module is greater than the maximum brake torque of the current drive axle, the VCU controller controls the current drive axle to work at the preset maximum brake torque, and feeds back the actual torque percentage of the current drive motor to the EBS module through ERC1_EM1 and ERC1_EM2; The VCU controller also controls the slip brake torque percentage value in EEC3_EM1 and EEC3_EM2 to be zero.

6. The EBS module interaction control method of the E-power architecture vehicle according to claim 1, characterized in that, When the brake torque requested by the EBS module is less than the actual output torque of the current corresponding drive axle, the VCU controller controls the brake torque of the corresponding drive axle to the target value requested by the EBS module, and controls the slip brake torque percentage value in EEC3_EM1 and EEC3_EM2 to be zero.

7. The EBS module interaction control method of the E-power architecture vehicle according to claim 1, characterized in that, When a motor fault occurs or the battery SOC is higher than the limit A that does not allow entering the energy recovery mode, the system does not enter the energy recovery mode, and at this time the VCU controller does not respond to the brake torque demand requested by the EBS module, and the actual motor brake torque percentage fed back to the EBS module through ERC1_EM1 and ERC1_EM2 is continuously 0.

8. The EBS module interaction control method of the E-power architecture vehicle according to claim 1, characterized in that, When the motor brake torque requested by the EBS module is zero, the VCU controller feeds back the actual motor brake torque percentage to the EBS module through ERC1_EM1 and ERC1_EM2.

9. An E-power architecture vehicle EBS module interaction control system, characterized in that, The system adopts the EBS module interaction control method of the E-power architecture vehicle according to any one of claims 1 to 8; The system comprises a VCU controller and an EBS module; The VCU controller and the EBS module are connected through a CAN bus communication, and interact through message information; The message information of the front drive axle brake group sent by the VCU controller to the EBS module comprises an EM1_BAM message, an EM1_E message, an EM1_R message, an ERC1_EM1 message, and an EEC3_EM1 message; The EM1_BAM message is a broadcast message structure information; The EM1_E message is the speed information, torque information and maximum driving torque information when the front drive axle motor is driven; The EM1_R message is the external characteristic point information and maximum braking torque information when the front drive axle motor is braked; The ERC1_EM1 message is the working state of the front drive axle motor, the actual front drive axle motor output torque percentage, the front drive axle motor speed, the driver's demand braking torque percentage allocated to the front drive axle part information, the source address of the control device, the retarder handle position percentage and the current maximum braking torque percentage available for the motor; The EEC3_EM1 message is the current front axle braking torque size percentage during the motor coasting braking process; The message information of the front drive axle braking group sent by the EBS module to the VCU controller includes the EMC1_EM1 message; The EMC1_EM1 message includes the front axle drive motor control mode requested during driving, the priority of the front axle drive motor control mode requested during driving, the front axle drive motor control mode requested during braking, the priority of the front axle drive motor control mode requested during braking, the EBS module control front axle drive motor torque size requested during driving, and the EBS module control front axle drive motor torque size information requested during braking.

10. The EBS module interactive control system of the E-power architecture vehicle according to claim 9, wherein The message information of the rear drive axle braking group sent by the VCU controller to the EBS module includes the EM2_BAM message, the EM2_E message, the EM2_R message, the ERC1_EM2 message and the EEC3_EM2 message; The message information of the rear drive axle braking group sent by the EBS module to the VCU controller includes the EMC1_EM2 message.

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