Hybrid commercial vehicle brake management control system and method

Abstract

The application provides a hybrid commercial vehicle brake management control system and method, and belongs to the technical field of new energy vehicles.A brake force management module is connected with a brake pedal to obtain brake demand information input by a driver stepping on the brake pedal, calculate the required air pressure of an electric drive axle air chamber, realize air pressure distribution, generate brake torque in the electric drive axle air chamber, drive brake pads to brake wheels, and realize braking; a vehicle control module is in communication connection with the brake force management module, the vehicle control module monitors the braking state of each axle, if the electric drive axle motor does not perform motor braking and the braking torque of each axle is the same, at this time, the braking force distributed by the brake force management module meets the actual requirement, the air pressure of each axle air chamber distributed by the brake force management module is kept until the vehicle stops or the brake pedal is released.The application optimizes axle braking torque, so that the axle braking torque of the electric drive axle is the same as the axle braking torque of a common axle, and the problem of superposition of the electric drive axle braking force due to energy recovery is avoided.

Description

Technical Field

[0001] This invention belongs to the field of new energy vehicle technology, and in particular relates to a braking management and control system and method for hybrid commercial vehicles. Background Technology

[0002] Traditional commercial vehicle braking systems mostly use air pressure braking. The driver transmits the braking signal to the control module through the brake pedal, and the air pressure controls the air chamber to output braking force. New energy commercial vehicles, however, utilize electric motor energy recovery during braking to generate braking force.

[0003] Therefore, hybrid commercial vehicles face the problem of combining traditional pneumatic braking with regenerative braking force from the electric motor. For example, CN202010721942.4 discloses a method for managing braking modes in hybrid commercial vehicles. This document includes the following steps: continuously monitoring and collecting brake pedal signals; determining whether the vehicle is in a deceleration braking state; if in a deceleration braking state, calculating the required braking torque; calculating the maximum braking torque that the hybrid motor can provide at the current moment; if the maximum braking torque is equal to 0, it is determined to be mechanical braking and auxiliary braking; if the maximum braking torque is less than the required braking torque, it is determined to be hybrid motor regenerative braking, mechanical braking, and auxiliary braking; otherwise, collecting the vehicle speed at the current moment; calculating the hybrid motor speed; if the hybrid motor speed is not less than the minimum starting speed of the hybrid motor, it is determined to be hybrid motor regenerative braking; otherwise, it is determined to be mechanical braking.

[0004] It can be seen that although the document sets the boundary between electric motor braking and traditional braking through management methods, it does not consider the situation where the traditional axle of hybrid commercial vehicles does not have energy recovery. Moreover, during braking, only the electric drive axle can realize energy recovery and participate in braking. At this time, the braking force of the electric drive axle is the sum of traditional air pressure braking and electric motor braking, while the traditional drive axle only has air pressure braking. If the braking management module cannot identify and make corresponding adjustments, the problem of different braking forces will occur. This will result in the problem of superimposed braking forces of the electric drive axle due to energy recovery. Summary of the Invention

[0005] This invention provides a braking management and control system for hybrid commercial vehicles. The system processes the motor braking signal into brake pad remaining information, enabling the braking force management system to identify and optimize the axle braking torque, so that the axle braking torque of the electric drive axle is the same as that of the ordinary axle.

[0006] The hybrid commercial vehicle braking management and control system includes: brake pedal, braking force management module, electric drive axle air chamber, electric drive axle brake pads, electric drive axle wheels, electric drive axle motor, and vehicle control module; The vehicle controller is connected to the braking force management module. The vehicle control module obtains the pedal travel and pedal speed information based on the driver pressing the brake pedal, converts it into braking demand, and sends it to the braking force management module. The braking force management module is used to calculate the required air pressure of the electric drive axle air chamber, realize air pressure distribution, generate braking torque in the electric drive axle air chamber, and drive the brake pads to brake the wheels. The vehicle control module monitors the braking status of each axle. If the electric drive axle motor does not apply motor braking and the braking torque of each axle is the same, the braking force allocated by the braking force management module meets the actual requirements. The braking force management module maintains the air pressure allocated to each axle air chamber until the vehicle stops or the brake pedal is released.

[0007] It should be further noted that this also includes: conventional axle air chambers, conventional axle brake pads, and conventional axle wheels; The conventional axle air chamber is connected to the conventional axle wheel via conventional axle brake pads; The braking force management module is connected to the conventional axle air chamber and is used to control the conventional axle air chamber to perform actions according to the conventional axle braking air pressure, and generate conventional axle air pressure torque to drive the conventional axle brake pads to brake the conventional axle wheels.

[0008] It should also be noted that this includes: a pedal travel sensor; The braking force management module communicates with the pedal travel sensor to obtain the braking demand information input by the driver when he presses the brake pedal.

[0009] It should be further explained that the vehicle control module is also used to monitor the braking status of each axle. If the electric drive axle motor performs motor braking, the electric drive axle will experience superposition of braking forces. When the braking torque of the electric drive axle is greater than that of the conventional axle, the vehicle control module will identify the motor braking signal. The vehicle control module converts the motor braking signal into a brake pad remaining quantity signal that is recognized by the brake force distribution module. This activates the brake pad wear management mechanism of the brake force distribution module, recalculates the braking torque of each axle, and reduces the output of braking torque to the electric drive axle air chamber and electric drive air pressure axle based on the brake pad remaining quantity information. It also recalculates and distributes the air pressure of each axle air chamber to achieve brake force distribution.

[0010] It should be further noted that this also includes: the EBS system; The braking force management module uses the EBS system to determine the conventional axle braking air pressure required for conventional axle braking and the electric drive axle braking air pressure required for electric drive axle braking.

[0011] The present invention also provides a braking management and control method for hybrid commercial vehicles, the method comprising: S1: The vehicle control module obtains the pedal travel and pedal speed information based on the driver pressing the brake pedal, converts it into braking demand, and sends it to the braking force management module; S2: The braking force management module calculates the required air pressure for each axle air chamber based on the received braking demand and design parameters, and realizes the distribution of braking force. S3: Each axle air chamber receives air pressure allocated by the braking force management module, generating braking torque to drive the brake pads to brake the wheels; S4: The vehicle control module monitors the braking status of each axle. If the electric drive axle motor does not perform motor braking and the braking torque of each axle is the same, the braking force allocated by the braking force management module meets the actual requirements. The braking force management module maintains the air pressure allocated to each axle air chamber until the vehicle stops or the brake pedal is released.

[0012] It should be further explained that in the method, the vehicle control module monitors the braking status of each axle. If the electric drive axle motor performs motor braking, the electric drive axle will experience superposition of braking forces. When the braking torque of the electric drive axle is greater than that of the conventional axle, the vehicle control module recognizes the motor braking signal. The vehicle control module converts the motor braking signal into a brake pad remaining quantity signal that is recognized by the brake force distribution module. This activates the brake pad wear management mechanism of the brake force distribution module, recalculates the braking torque of each axle, and reduces the output of braking torque to the electric drive axle air chamber and electric drive air pressure axle based on the brake pad remaining quantity information. It also recalculates and distributes the air pressure of each axle air chamber to achieve brake force distribution.

[0013] It should be further explained that, in this method, the vehicle control module monitors the braking torque status of each axle to determine the current state: If the braking torque of each axle is the same, the remaining brake pad information simulated by the vehicle control module will not be adjusted. The air pressure of each axle chamber allocated by the brake force distribution module will meet the braking requirements, and the air pressure of each axle chamber allocated by the brake force management module will be maintained until the vehicle stops or the brake pedal is released.

[0014] It should be further explained that if the braking torque of each axle is different, the brake pad remaining information simulated by the vehicle control module will have errors. The brake pad wear management mechanism of the brake force distribution module will be reactivated to calculate the braking torque of each axle, and brake force will be distributed according to the brake pad remaining information. Then, the braking torque status of each axle will be monitored and the status will be judged until the braking requirements are met.

[0015] It should be further noted that the conventional axle brake air pressure required for conventional axle braking and the electric drive axle brake air pressure required for electric drive axle are derived based on the EBS system.

[0016] As can be seen from the above technical solutions, the present invention has the following advantages: In the hybrid commercial vehicle braking management control system and method provided by the present invention, the vehicle controller monitors the braking of the electric drive axle and the braking of the conventional axle, and simulates the motor braking signal as a brake pad remaining quantity signal that can be recognized by the braking force management module. This activates the brake pad wear control mechanism of the braking force management module, actively reduces the braking air pressure of the electric drive axle, and thus makes the braking of the electric drive axle the same as that of the conventional axle, solving the problem of superimposed braking force of the electric drive axle.

[0017] Furthermore, this invention processes the motor braking signal into brake pad remaining quantity information acceptable to the braking force management module, enabling the braking force management module to redistribute the shaft braking torque to meet the requirement that the electric drive axle braking torque is the same as that of the conventional axle, thus avoiding the problem of superposition of electric drive axle braking force due to energy recovery. Attached Figure Description

[0018] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the braking management and control system for a hybrid commercial vehicle. Figure 2 This is a control transformation diagram for the braking management and control system of a hybrid commercial vehicle. Figure 3 This is a flowchart of the braking management and control method for hybrid commercial vehicles. Detailed Implementation

[0020] In the hybrid commercial vehicle braking management control system of the present invention, various embodiments of the present disclosure will be described more fully below. The present disclosure may have various embodiments, and adjustments and changes may be made therein. However, it should be understood that there is no intention to limit the various embodiments of the present disclosure to the specific embodiments disclosed herein, but rather the present disclosure should be understood to cover all adjustments, equivalents, and / or alternatives falling within the spirit and scope of the various embodiments of the present disclosure.

[0021] In describing the braking management control system for hybrid commercial vehicles, the terms "comprising" or "may include" are used to indicate the presence of disclosed functions, operations, or elements, and do not limit the addition of one or more functions, operations, or elements. Furthermore, as used in the various embodiments of this disclosure, the terms "comprising," "having," and their cognates are intended only to indicate a specific feature, number, step, operation, element, component, or combination of the foregoing, and should not be construed as primarily excluding the presence of one or more other features, numbers, steps, operations, elements, components, or combinations of the foregoing, or the possibility of adding one or more features, numbers, steps, operations, elements, components, or combinations of the foregoing.

[0022] The hybrid commercial vehicle braking management control system includes a brake pedal 1, a braking force management module 3, an electric drive axle air chamber 10, an electric drive axle brake pads 12, an electric drive axle wheel 13, an electric drive axle motor 14, and a vehicle control module 19. The expression "or" or "at least one of A and / or B" includes any combination or all combinations of the words listed simultaneously. For example, the expression "A or B" or "at least one of A and / or B" may include A, may include B, or may include both A and B.

[0023] It should be noted that the connections between the brake pedal 1, brake force management module 3, electric drive axle air chamber 10, electric drive axle brake pads 12, electric drive axle wheels 13, electric drive axle motor 14, and vehicle control module 19 can directly connect the first component to the second component, and can "connect" the third component between the first and second components. These connections can include, but are not limited to, wiring connections, signal connections, or hard connections with mutual association. For example, the division of units is merely a logical functional division; in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the shown or discussed mutual couplings, direct couplings, or communication connections can be indirect couplings or communication connections through interfaces, devices, or units, or they can be electrical, mechanical, or other forms of connection.

[0024] This invention also relates to a braking management and control method for hybrid commercial vehicles. The units and algorithm steps of the various examples described in the embodiments disclosed in the method can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in terms of function in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those 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 this invention.

[0025] Hybrid commercial vehicle braking management and control methods can be achieved through methods such as Figure 2 and Figure 3 The flowchart or block diagram illustrates that each block can represent a module, segment, or portion of code containing one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those shown in the figures. For example, two consecutively indicated blocks can actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, and combinations of blocks in the block diagram and / or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] Please see Figure 1 The diagram shown is a schematic of a hybrid commercial vehicle braking management and control system in a specific embodiment. The system includes: brake pedal 1, braking force management module 3, electric drive axle air chamber 10, electric drive axle brake pads 12, electric drive axle wheels 13, electric drive axle motor 14, vehicle control module 19, conventional axle air chamber 5, conventional axle brake pads 7, and conventional axle wheels 8. In this embodiment, the vehicle controller is communicatively connected to the braking force management module 3. The vehicle control module 19 obtains the pedal travel and pedal speed information based on the driver pressing the brake pedal 1, converts it into braking demand, and sends it to the braking force management module 3. The braking force management module 3 calculates the required air pressure of the electric drive axle air chamber 10, realizes air pressure distribution, and the electric drive axle air chamber 10 generates braking torque to drive the brake pads to brake the wheels. The vehicle control module monitors the braking status of each axle. If the electric drive axle motor does not perform motor braking and the braking torque of each axle is the same, the braking force distributed by the braking force management module 3 meets the actual requirements. The braking force management module maintains the air pressure distribution of each axle air chamber until the vehicle stops or the brake pedal is released.

[0028] Braking force management module 3 can calculate the required air pressure of electric drive axle air chamber 10, realize air pressure distribution, and generate braking torque in electric drive axle air chamber 10 to drive brake pads to brake the wheels.

[0029] In this embodiment, the conventional axle air chamber 5 is connected to the conventional axle wheel 8 via the conventional axle brake pad 7; the braking force management module 3 is connected to the conventional axle air chamber 5 and is used to control the conventional axle air chamber 5 to perform actions according to the conventional axle braking air pressure, and generate conventional axle air pressure torque to drive the conventional axle brake pad 7 to brake the conventional axle wheel 8.

[0030] Optionally, the braking force management module may adopt, but is not limited to, an EBS (Electronic Brake System). This braking force management module can adjust the braking air pressure of the front and rear axles to adjust the braking force by adjusting the air pressure, but the total air pressure remains unchanged.

[0031] In an exemplary embodiment, the driver presses the brake pedal 1, and the pedal and pedal travel sensor transmit the braking signal to the brake force management module 3. The brake force management module 3 converts the braking signal into a braking demand. The brake force management module 3, in conjunction with the pre-designed calculation parameters, calculates the conventional axle brake air pressure required for conventional axle braking and the electric drive axle brake air pressure required for electric drive axle braking.

[0032] The conventional axle brake air pressure acts on the conventional axle air chamber 5 to generate conventional axle air pressure torque, which in turn acts on the conventional axle brake pads 7, enabling the conventional axle wheels 8 to brake.

[0033] The pneumatic braking method of the electric drive axle in this embodiment is the same as that of a conventional axle. The pneumatic braking pressure of the electric drive axle acts on the air chamber 10 of the electric drive axle to generate the pneumatic braking torque of the electric drive axle. The pneumatic braking torque of the electric drive axle acts on the brake pads 12 of the electric drive axle, so that the wheels 13 of the electric drive axle are braked.

[0034] Since the electric drive bridge has an electric drive bridge motor 14, if the electric drive bridge motor 14 performs energy recovery during braking, it will generate motor braking. If the braking force management module 3 does not make corresponding braking force distribution, the problem of electric drive bridge braking force superposition will occur.

[0035] Therefore, in this embodiment, the vehicle controller needs to generate simulated brake pad remaining information to the braking force management module 3, so that the braking force management module 3 can determine that the remaining amount of the electric drive axle brake pad 12 is insufficient, reduce the output of the electric drive air pressure axle braking torque, and make the total braking torque of the electric drive axle the same as that of the conventional axle air pressure braking torque.

[0036] According to embodiments of this application, such as Figure 2The diagram shown is a control transformation diagram of the braking management and control system for a hybrid commercial vehicle. The entire system includes a braking force management module 3 and a vehicle control module 19. The system aims to ensure that the braking force of the conventional axle air pressure brake and the electric drive axle brake are basically the same, which can be understood as being within a preset difference range. The braking force management module 3 mainly controls and monitors the electric drive axle air pressure brake 17 and the conventional axle air pressure brake 18. Based on braking requirements, simulated brake pad remaining information, and relevant design parameters, the braking force management module can calculate the air pressure required for both the electric drive axle air pressure brake and the conventional axle air pressure brake.

[0037] During braking, the electric drive axle's motor recovers energy, generating motor braking. The motor's action is applied to the electric drive axle, merging with the electric drive axle air pressure braking 17 to form electric drive axle braking 20. The vehicle control module 19 controls and monitors the motor braking. If motor braking is applied, it generates simulated brake pad remaining information for the braking force management module 3, causing the braking force management module 3 to determine that the electric drive axle brake pads 12 are insufficient. Using the brake pad management function of the braking force management module 3, it reduces the electric drive axle air pressure braking.

[0038] The vehicle control module 19 monitors the status of the conventional axle air pressure braking and the electric drive axle braking, and feeds back the detection results to the braking force management module 3 and the electric motor braking. If the electric drive axle braking is the same as the conventional axle air pressure braking, a signal is transmitted to the braking force management module 3 to maintain the existing electric drive axle air pressure braking and conventional axle air pressure braking; if the electric drive axle braking is different from the conventional axle air pressure braking, the simulated brake pad remaining amount information that the electric motor braking should generate is recalculated and sent to the braking force management module 3, so that the braking force management module 3 reallocates the electric drive axle air pressure braking and conventional axle air pressure braking until the condition that the electric drive axle braking and conventional axle air pressure braking are the same is met.

[0039] In this way, by processing the motor braking signal into brake pad remaining information that the braking force management module can accept, the braking force management module can redistribute the shaft braking torque to meet the requirement that the electric drive axle braking torque is the same as that of the conventional axle, thus avoiding the problem of the electric drive axle braking force superposition caused by energy recovery.

[0040] like Figure 3 As shown, the following are embodiments of the hybrid commercial vehicle braking management and control method provided in this disclosure. This method and the hybrid commercial vehicle braking management and control system of the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the hybrid commercial vehicle braking management and control method, please refer to the embodiments of the hybrid commercial vehicle braking management and control system described above.

[0041] S1: When the driver presses the brake pedal, the pedal travel sensor on brake pedal 1 transmits information such as pedal travel and pedal speed to the controller. The controller converts the collected information into braking demand and transmits it to the braking force management module, then proceeds to step S2. S2: Braking force management module 3 converts the collected braking demand and the parameters required by the pre-designed braking force management module into conventional axle air suppression torque and electric drive axle air suppression torque, and proceeds to step S3; In this embodiment, the braking force management module calculates the required parameters, including wheel speed slip, torque gradient, and design axle load ratio.

[0042] The braking force management module 3 can calculate the total mass of the vehicle by wheel speed slippage, and then distribute the total mass of the vehicle according to the design axle load ratio to obtain the approximate mass of each axle.

[0043] The braking force management module 3 combines the deceleration given by the braking demand with the mass of each axle, and the product of the two is the braking force required by each axle. Based on the specific data on the axle, the braking force can be converted into braking torque.

[0044] After obtaining the braking torque, the braking force management module 3 can obtain the air pressure corresponding to the target braking torque based on the torque gradient of the bridge design. The braking force management module 3 applies this air pressure to the air chamber on the bridge to realize the braking force distribution function.

[0045] S3: Braking management module 3 pressurizes the calculated air pressure required for braking of conventional axle air chamber 5 and electric drive axle air chamber 10 to the air chambers, thereby achieving braking force distribution. The vehicle begins to brake and proceeds to step S4. S4: Vehicle control module 19 monitors the conventional axle air pressure braking and the electric drive axle total braking; a) If the electric drive axle motor 14 does not perform energy recovery or generate motor braking, and the total braking of the electric drive axle is the same as the air pressure braking of the electric drive axle, then the conventional axle air pressure torque calculated by the braking force management module 3 is consistent with the actual air pressure torque of the electric drive axle. At this time, the conventional axle air pressure braking monitored by the vehicle control module 19 is the same as the total braking of the electric drive axle, and proceed to step S9. b) If the electric drive axle motor 14 recovers energy during braking, then the electric drive axle has motor braking participating in the braking. At this time, the total braking of the electric drive axle is the sum of motor braking and electric drive axle pneumatic braking.

[0046] When the braking force management module 3 calculates the conventional axle air pressure torque and the electric drive axle air pressure torque, it does not consider the participation of motor braking. At this time, the conventional axle air pressure braking and the electric drive axle total braking monitored by the vehicle control module 19 are different. If they exceed a certain range, it can be determined that motor braking is involved, and the process proceeds to step S5. S5: The vehicle control module 19 converts the identified motor braking information into simulated brake pad remaining information that the braking force management module 3 can recognize. After receiving the simulated brake pad remaining information, the braking force management module 3 will activate the brake pad wear control mechanism, mistakenly believing that the remaining amount of the electric drive axle brake pad 12 is insufficient, reducing the electric drive axle air pressure torque, and proceeding to step S6. S6: The braking force management module 3 collects the information on the remaining amount of the simulated brake pads, combines it with the braking force management module to calculate the required parameters, and redistributes the braking force to obtain the new conventional axle brake air pressure and electric drive axle brake air pressure, and then proceeds to step S7. S7: The conventional axle brake air pressure calculated by the brake force management module 3 is applied to the conventional axle air chamber 5, and the electric drive axle brake air pressure is applied to the electric drive axle air chamber 10, realizing a new round of brake force distribution, and proceeding to step S8. S8: Vehicle control module 19 monitors the conventional axle air pressure braking and the electric drive axle total braking; a) If the conventional axle air pressure braking and the electric drive axle total braking are the same at this time, it means that the simulated brake pad remaining amount information generated by the vehicle control module 19 is relatively accurate, and the braking force redistributed by the braking force management module 3 meets the requirement that the conventional axle air pressure braking and the electric drive axle total braking are the same, thus solving the problem of the superposition of the electric drive axle braking force, and proceeding to step S9. b) If the conventional axle air pressure braking and the electric drive axle total braking are different at this time, it means that the simulated brake pad remaining amount information generated by the vehicle control module is not accurate enough. At this time, the vehicle control module 19 corrects the simulated brake pad remaining amount information, so that the braking force management module 3 recalculates the conventional axle air pressure torque and the electric drive axle air pressure torque, and enters step S5. S9: The calculation results of the conventional axle brake air pressure and the electric drive axle brake air pressure are maintained by the braking force management module 3 until the vehicle stops or the brake pedal 1 is released, thus ending the braking.

[0047] Based on the above method, the vehicle controller monitors the braking of the electric drive axle and the conventional axle, and simulates the motor braking signal as a brake pad remaining quantity signal that the brake force management module can recognize. This activates the brake pad wear control mechanism of the brake force management module, actively reducing the brake air pressure of the electric drive axle, thereby making the braking of the electric drive axle the same as that of the conventional axle, and solving the problem of superimposed braking force of the electric drive axle.

[0048] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0049] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A braking management and control system for hybrid commercial vehicles, characterized in that, include: Brake pedal (1), brake force management module (3), electric drive axle air chamber (10), electric drive axle brake pads (12), electric drive axle wheel (13), electric drive axle motor (14) and vehicle control module (19). The vehicle controller is connected to the braking force management module (3). The vehicle control module (19) obtains the pedal travel and pedal speed information based on the driver pressing the brake pedal (1), converts it into braking demand, and sends it to the braking force management module (3). The braking force management module (3) is used to calculate the required air pressure of the electric drive axle air chamber (10), realize air pressure distribution, and generate braking torque in the electric drive axle air chamber (10) to drive the brake pads to brake the wheels. The vehicle control module monitors the braking status of each axle. If the electric drive axle motor does not perform motor braking and the braking torque of each axle is the same, the braking force allocated by the braking force management module (3) meets the actual requirements. The braking force management module allocates the air pressure of each axle air chamber until the vehicle stops or the brake pedal is released. When the electric drive axle motor performs braking, the vehicle control module (19) monitors the conventional axle air pressure braking status and the electric drive axle braking status, and feeds back the detection results to the braking force management module (3) and the motor braking. If the electric drive axle braking is the same as the conventional axle air pressure braking, a signal is transmitted to the braking force management module (3) to maintain the existing electric drive axle air pressure braking and conventional axle air pressure braking. If the electric drive axle braking is different from the conventional axle air pressure braking, the simulated brake pad remaining amount information that the motor braking should generate is recalculated and sent to the braking force management module (3), so that the braking force management module (3) redistributes the electric drive axle air pressure braking and conventional axle air pressure braking until the conditions for the electric drive axle braking and conventional axle air pressure braking to be the same are met.

2. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, It also includes: conventional axle air chamber (5), conventional axle brake pads (7) and conventional axle wheels (8); The conventional axle air chamber (5) is connected to the conventional axle wheel (8) via the conventional axle brake pads (7); The braking force management module (3) is connected to the conventional axle air chamber (5) and is used to control the conventional axle air chamber (5) to perform actions according to the conventional axle braking air pressure, and generate conventional axle air pressure torque to drive the conventional axle brake pads (7) to brake the conventional axle wheels (8).

3. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, It also includes: pedal travel sensor; The braking force management module (3) communicates with the pedal travel sensor to obtain the braking demand information input by the driver when he presses the brake pedal (1).

4. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, The vehicle control module is also used to monitor the braking status of each axle. If the electric drive axle motor performs motor braking, the electric drive axle will experience superposition of braking force. When the braking torque of the electric drive axle is greater than that of the conventional axle, the vehicle control module will identify the motor braking signal. The vehicle control module converts the motor braking signal into a brake pad remaining quantity signal that is recognized by the brake force distribution module. This activates the brake pad wear management mechanism of the brake force distribution module, recalculates the braking torque of each axle, and reduces the output of braking torque to the electric drive axle air chamber and electric drive air pressure axle based on the brake pad remaining quantity information. It also recalculates and distributes the air pressure of each axle air chamber to achieve brake force distribution.

5. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, Also includes: EBS system; The braking force management module (3) derives the conventional bridge braking air pressure required for conventional bridge braking and the electric drive bridge braking air pressure required for electric drive bridge based on the EBS system.

6. A braking management and control method for a hybrid commercial vehicle, characterized in that, The method employs the hybrid commercial vehicle braking management and control system as described in any one of claims 1 to 5; The methods include: S1: The vehicle control module obtains the pedal travel and pedal speed information based on the driver pressing the brake pedal, converts it into braking demand, and sends it to the braking force management module; S2: The braking force management module calculates the required air pressure for each axle air chamber based on the received braking demand and design parameters, and realizes the distribution of braking force. S3: Each axle air chamber receives air pressure allocated by the braking force management module, generating braking torque to drive the brake pads to brake the wheels; S4: The vehicle control module monitors the braking status of each axle. If the electric drive axle motor does not perform motor braking and the braking torque of each axle is the same, the braking force allocated by the braking force management module meets the actual requirements. The braking force management module maintains the air pressure allocated to each axle air chamber until the vehicle stops or the brake pedal is released.

7. The hybrid commercial vehicle braking management and control method according to claim 6, characterized in that, In this method, the vehicle control module monitors the braking status of each axle. If the electric drive axle motor performs motor braking, the electric drive axle will experience superposition of braking forces. When the braking torque of the electric drive axle is greater than that of the conventional axle, the vehicle control module recognizes the motor braking signal. The vehicle control module converts the motor braking signal into a brake pad remaining quantity signal that is recognized by the brake force distribution module. This activates the brake pad wear management mechanism of the brake force distribution module, recalculates the braking torque of each axle, and reduces the output of braking torque to the electric drive axle air chamber and electric drive air pressure axle based on the brake pad remaining quantity information. It also recalculates and distributes the air pressure of each axle air chamber to achieve brake force distribution.

8. The hybrid commercial vehicle braking management and control method according to claim 7, characterized in that, In this method, the vehicle control module monitors the braking torque status of each axle to determine the current state: If the braking torque of each axle is the same, the remaining brake pad information simulated by the vehicle control module will not be adjusted. The air pressure of each axle chamber allocated by the brake force distribution module will meet the braking requirements, and the air pressure of each axle chamber allocated by the brake force management module will be maintained until the vehicle stops or the brake pedal is released.

9. The hybrid commercial vehicle braking management and control method according to claim 8, characterized in that, If the braking torque of each axle is different, the brake pad remaining information simulated by the vehicle control module will have an error. The brake pad wear management mechanism of the braking force distribution module will be reactivated to calculate the braking torque of each axle and distribute the braking force according to the brake pad remaining information. Then, the braking torque status of each axle will be monitored and the status will be judged until the braking requirements are met.

10. The hybrid commercial vehicle braking management and control method according to claim 8, characterized in that, In this method, the conventional axle brake pressure required for conventional axle braking and the electric drive axle brake pressure required for electric drive axle are obtained based on the EBS system.

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