Braking control methods, systems and vehicles integrating electric regenerative braking

Abstract

This application relates to the field of vehicle control technology, and particularly to a braking control method, system, and vehicle integrating regenerative braking. The method acquires the actual output torque and fault status of the drive motor. Based on the total braking force required for vehicle braking, the actual output torque, and the fault status, it calculates the braking force of the braking system and the regenerative braking torque of the drive motor. It then controls the braking system to execute the braking force and controls the drive motor to execute the regenerative braking torque. By analyzing the actual output torque of the vehicle's drive motor and combining it with the fault status, a reasonable regenerative braking torque is calculated. Because the actual output torque is taken into account, the total braking force requirement can be guaranteed regardless of whether a fault occurs, thereby improving braking safety.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a braking control method, system and vehicle that integrates electric regenerative braking. Background Technology

[0002] Most existing electric vehicles employ either mechanical braking or regenerative braking. Mechanical braking typically uses traditional braking systems, where braking energy is entirely converted into heat and lost during braking, resulting in significant wear on mechanical components and deteriorating braking performance, requiring frequent maintenance. Regenerative braking, on the other hand, excites the drive motor to generate electricity, which in turn produces braking force. Regenerative braking systems include onboard energy storage devices that store the electrical energy converted from braking kinetic energy. This electrical energy is then supplied to the drive motor during vehicle operation, increasing the electric vehicle's driving range. However, electric vehicles using regenerative braking alone achieve relatively low braking intensity, and this intensity is also affected by gear and speed variations, failing to meet the requirements for both braking intensity and consistent braking performance.

[0003] The motor controller is a crucial component of the three core electrical systems (battery, motor, and electronic control) in new energy vehicles. Controllers related to functional safety modules typically use microcontrollers as control chips. With the development of new energy vehicles, the demand for core components has expanded beyond functional implementation to include functional safety. In the regenerative braking system described above, the motor controller intervenes with the drive motor during braking to provide total braking force. However, during operation, electrical equipment such as the drive motor and motor controller may malfunction. Since the torque of the motor drive system may be uncontrollable under fault conditions, it is essential to calculate and distribute the braking force under fault conditions to ensure that the system avoids violating functional safety objectives regardless of whether it is in a normal or faulty state.

[0004] Therefore, how to improve the control strategy of electric regenerative braking to enhance braking safety has become an urgent problem to be solved. Summary of the Invention

[0005] In view of this, embodiments of this application provide a braking control method, system, and vehicle that integrates electric regenerative braking to address the problem of how to improve the control strategy of electric regenerative braking in order to enhance braking safety.

[0006] In a first aspect, embodiments of this application provide a braking control method integrating regenerative braking, comprising:

[0007] Obtain the actual output torque and fault status of the drive motor;

[0008] Based on the total braking force required for vehicle braking, the actual output torque, and the fault state, the braking force of the braking system and the electric regenerative braking torque of the drive motor are calculated.

[0009] The braking system is controlled to perform the braking force, and the drive motor is controlled to perform the regenerative braking torque.

[0010] Secondly, embodiments of this application provide a braking control system integrating electric regenerative braking. The braking control system integrating electric regenerative braking includes a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the braking control method integrating electric regenerative braking described in the first aspect.

[0011] Thirdly, embodiments of this application provide a vehicle that includes the braking control system with integrated electric regenerative braking as described in the second aspect above.

[0012] The beneficial effects of this application embodiment compared with the prior art are as follows: This application obtains the actual output torque and fault status of the drive motor, calculates the braking force of the braking system and the electric regenerative braking torque of the drive motor based on the total braking force required for vehicle braking, the actual output torque and the fault status, controls the braking system to execute the braking force, and controls the drive motor to execute the electric regenerative braking torque. By analyzing the actual output torque of the vehicle drive motor and combining it with the fault status, a reasonable electric regenerative braking torque is calculated. Since the actual output torque is taken into account, the requirement of total braking force can be guaranteed regardless of whether a fault occurs, thereby improving braking safety. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of a braking system integrating electric regenerative braking provided in Embodiment 1 of this application;

[0015] Figure 2 This is a schematic flowchart of a braking control method integrating electric regenerative braking provided in Embodiment 2 of this application;

[0016] Figure 3 This is a schematic flowchart of a braking control method integrating electric regenerative braking provided in Embodiment 3 of this application;

[0017] Figure 4 This is a schematic flowchart of the instruction transmission of a braking control method integrating electric regenerative braking provided in Embodiment 3 of this application;

[0018] Figure 5 This is a schematic flowchart of a braking control method integrating electric regenerative braking provided in Embodiment 4 of this application;

[0019] Figure 6 This is a schematic flowchart of the instruction transmission of a braking control method integrating electric regenerative braking provided in Embodiment 4 of this application;

[0020] Figure 7 This is a schematic diagram of a braking control system integrating electric regenerative braking provided in Embodiment 5 of this application. Detailed Implementation

[0021] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0022] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0023] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0024] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0025] It should be understood that the sequence number of each step in the following 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 this application.

[0026] To illustrate the technical solution of this application, specific embodiments are described below.

[0027] See Figure 1 This is a schematic diagram of a braking system integrating regenerative braking, as provided in Embodiment 1 of this application. The vehicle is a new energy vehicle, such as a pure electric vehicle, a plug-in hybrid vehicle, or a mild hybrid vehicle. The vehicle includes a drive motor and a braking system. The drive motor can reverse direction when towed, thereby charging the battery. During this reversal, the drive motor provides a torque, which, together with the braking system, brakes the vehicle. The drive motor is mechanically connected to the wheel bearings, and the braking system provides braking torque to the wheels via a mechanical connection. Furthermore, the motor controller connects to the drive motor and battery via high voltage, enabling the battery to discharge to the drive motor and the drive motor to charge the battery. The vehicle controller, motor controller, battery, and braking system are connected via low voltage to transmit signals and commands; for example, the low-voltage connection can be a Controller Area Network (CAN) bus connection.

[0028] See Figure 2 This is a flowchart illustrating a braking control method integrating regenerative braking provided in Embodiment 2 of this application. This braking control method can be applied to the braking system integrating regenerative braking in Embodiment 1 above. Specifically, it is jointly controlled by the vehicle controller and the motor controller. Alternatively, the braking control method can also be executed by a controller capable of integrating and calculating all data. Figure 2 As shown, the steps of this braking control method are as follows:

[0029] Step S201: Obtain the actual output torque and fault status of the drive motor.

[0030] The motor controller can calculate the actual output torque of the drive motor in real time, thereby obtaining the actual output torque. The actual output torque data can be transmitted through communication between the motor controller and the vehicle controller.

[0031] Fault status refers to parameters characterizing the operating state of drive motors, motor controllers, etc., which can be obtained by the motor controller through analysis and calculation based on existing data and rules. Fault status can include two states: "true" and "false". "True" indicates that the fault status is real, that is, a fault exists, while "false" indicates that the fault status is not real, that is, a fault does not exist.

[0032] Step S202: Based on the total braking force required for vehicle braking, the actual output torque, and the fault condition, calculate the braking force of the braking system and the electric regenerative braking torque of the drive motor.

[0033] The fault state can be defined as having a fault or not having a fault. When a fault exists, the actual output torque is used as the basis to calculate the electric regenerative braking torque, and then combined with the total braking force to realize the braking force of the braking system and the torque distribution of the drive motor. When there is no fault, the torque of the drive motor is considered to be controllable, and the electric regenerative braking torque is calculated based on the maximum electric regenerative braking capacity of the drive motor.

[0034] This process can take into account the actual output torque to determine the final electric regenerative braking torque, thereby ensuring the safety of torque and braking force distribution under fault conditions and providing safety support for torque and braking force distribution under non-fault conditions.

[0035] Step S203: Control the braking system to perform braking force and control the drive motor to perform electric regenerative braking torque.

[0036] After obtaining braking force and regenerative braking torque, the braking system and drive motor execute corresponding commands to achieve braking of the entire vehicle.

[0037] This second embodiment obtains the actual output torque and fault status of the drive motor. Based on the total braking force required for vehicle braking, the actual output torque, and the fault status, it calculates the braking force of the braking system and the electric regenerative braking torque of the drive motor. It controls the braking system to execute the braking force and controls the drive motor to execute the electric regenerative braking torque. By analyzing the actual output torque of the vehicle's drive motor and combining it with the fault status, a reasonable electric regenerative braking torque is calculated. Since the actual output torque is taken into account, the total braking force requirement can be guaranteed regardless of whether a fault occurs, thereby improving braking safety.

[0038] See Figure 3 This is a flowchart illustrating a braking control method integrating regenerative braking provided in Embodiment 3 of this application. As a specific means of Embodiment 2 above, this braking control method is executed through interaction between the vehicle controller and the motor controller. The vehicle controller acts as the primary entity for determining the fault state. Figure 3 As shown, the braking control method includes the following steps:

[0039] 1) The Level 2 layer of the motor controller's functional safety monitoring layer calculates the regenerative braking capability Tmin of the motor drive system in real time. The calculation of Tmin is based on the bus voltage Udc, motor speed Speed, motor temperature Temperature and motor controller temperature Temperature. Its function expression is: Tmin=f(Udc,Speed,Temperature).

[0040] 2) The Level 2 layer of the motor controller's functional safety monitoring layer calculates the actual output torque Tact of the motor drive system in real time.

[0041] 3) Obtain the fault status. The motor controller will verify the electric regenerative braking capability Tmin, actual output torque Tact, and fault status FaultFlg calculated by the functional safety monitoring layer Level 2 through E2E verification. The E2E verification must meet the functional safety requirements.

[0042] 4) The vehicle controller receives signals such as the electric regenerative braking capability Tmin, actual output torque Tact, and fault status FaultFlg from the motor controller, and performs end-to-end (E2E) verification. The E2E verification must meet functional safety requirements.

[0043] 5) The vehicle controller calculates the total braking force T required by the vehicle in real time.

[0044] 6) The vehicle controller determines whether the received fault status signal is true. If it is true, it will calculate the braking force T1 required by the braking system based on the actual output torque Tact of the motor controller and the total braking force T required by the vehicle. The function expression is: T1 = f(T, Tact).

[0045] 7) If the vehicle controller determines that the received fault status signal is false, the vehicle controller calculates the corresponding recovery torque Tbat based on the maximum recovery capacity allowed by the battery system.

[0046] 8) The vehicle controller calculates the total braking force T required by the vehicle, the maximum regenerative braking torque Tbat of the battery, and the electric regenerative braking capability Tmin of the motor controller to obtain the final electric regenerative braking torque command Tcmd, which is expressed as: Tcmd = f(T, Tmin, Tbat).

[0047] 9) The vehicle controller calculates the braking force T1 of the braking system based on the total braking force T required by the vehicle and the final electric regenerative braking torque Tcmd. Its functional expression is: T1=f(T,Tcmd).

[0048] 10) The motor controller receives the final electric regenerative braking torque command Tcmd issued by the vehicle controller, performs E2E verification, executes and outputs the corresponding electric regenerative braking torque Tcmd.

[0049] In this context, steps 1) and 2) above are not performed in any particular order, and the step of obtaining the fault status is also not performed in any particular order with steps 1) and 2). They can be obtained simultaneously or sequentially, without any limitation. Similarly, steps 9) and 10) above are not performed in any particular order. They can be performed in parallel, or steps 10) can be performed first and then steps 9), without any limitation.

[0050] like Figure 4 The diagram shown is a flowchart illustrating the instruction transmission process of a braking control method integrating regenerative braking provided in Embodiment 3 of this application. The motor controller sends fault flags, regenerative braking capability, and actual output torque to the vehicle controller. The vehicle controller acquires the status information of the braking system, the status of the battery system, and its recovery capability. Based on the data from the motor controller, it calculates the braking force and regenerative braking torque, and finally sends the braking force to the braking system to execute braking. It also sends instruction signals to the battery system and sends the mode and regenerative braking torque instructions to the motor controller, enabling the motor controller to control the drive motor and implement corresponding regenerative braking.

[0051] If the fault condition is true, one implementation of the above steps is as follows:

[0052] The actual output torque and fault status of the drive motor are calculated using the motor controller.

[0053] The motor controller sends the actual output torque and fault status to the vehicle controller.

[0054] The vehicle controller is used to determine the fault status. If the fault status is true, the actual output torque is used as the electric regenerative braking torque.

[0055] The vehicle controller calculates the braking force of the braking system based on the electric regenerative braking torque and the total braking force required for the vehicle braking.

[0056] The vehicle controller is used to determine the fault status. When the fault status is true, the actual output torque of the drive motor can be used as the electric regenerative braking torque to provide a certain braking force for the vehicle. At the same time, the electric regenerative braking torque is used to charge the battery.

[0057] Regarding the aforementioned fault state being false, in one embodiment, refer to Figure 3 The braking control method also includes:

[0058] The first electric regenerative braking capability is calculated using the motor controller based on the obtained bus voltage, motor speed, motor temperature, and motor controller temperature.

[0059] The motor controller sends the first electric regenerative braking capability to the vehicle controller.

[0060] The vehicle controller is used to determine the fault status. If the fault status is false, the vehicle controller is used to calculate the maximum torque corresponding to the maximum recoverable energy of the battery system.

[0061] The vehicle controller calculates the regenerative braking torque based on the total braking force required for vehicle braking, the first electric regenerative braking capability, and the maximum torque corresponding to the maximum recoverable energy allowed by the battery system.

[0062] The regenerative braking torque is generated in the vehicle controller. The vehicle controller needs to obtain the regenerative braking capacity calculated by the motor controller, and then combine it with the total braking force and the maximum torque corresponding to the maximum recoverable energy of the battery system to obtain the regenerative braking torque. This enables accurate calculation of the regenerative braking torque under fault-free conditions. Combined with the maximum battery recovery capacity, it ensures the safety of the battery system, achieving multiple safety guarantees.

[0063] In one embodiment, reference Figure 3 The braking control method also includes:

[0064] Before the motor controller sends the actual output torque, fault status and first electric regenerative braking capability to the vehicle controller, the motor controller verifies the actual output torque, fault status and first electric regenerative braking capability. If the verification passes, the actual output torque, fault status and first electric regenerative braking capability are sent to the vehicle controller.

[0065] After the vehicle controller receives the actual output torque, fault status, and first electric regenerative braking capability, it verifies the actual output torque, fault status, and first electric regenerative braking capability. If the verification passes, it executes the vehicle controller to determine the fault status.

[0066] Specifically, for the communication between the motor controller and the vehicle controller, corresponding verification functions are used to verify the received or sent data, thereby effectively ensuring the validity of the communication data and improving the safety of vehicle control.

[0067] See Figure 5This is a flowchart illustrating a braking control method integrating regenerative braking provided in Embodiment 4 of this application. As a specific means of Embodiment 2 above, this braking control method is executed through interaction between the vehicle controller and the motor controller. The motor controller serves as the primary entity for determining the fault state. Figure 5 As shown, the braking control method includes the following steps:

[0068] 1) The functional safety monitoring layer Level 2 of the motor controller calculates the actual output torque Tact of the motor drive system in real time.

[0069] 2) The functional safety monitoring layer Level 2 of the motor controller calculates the fault status FaultFlg of the motor drive system in real time.

[0070] 3) The motor controller determines whether the fault status signal is true. If it is true, it extracts the actual output torque Tact of the motor controller and calculates the electric regenerative braking capability Tmin of the motor drive system based on the actual output torque Tact. Its functional expression is: Tmin = f(Tact).

[0071] 4) If the fault status signal of the motor controller is false, the functional safety monitoring layer Level 2 of the motor controller calculates the electric regenerative braking capability Tmin of the motor drive system in real time based on its maximum external characteristic capability. The calculation of Tmin is based on the bus voltage Udc, motor speed Speed, motor temperature Temperature and motor controller temperature Temperature. Its function expression is: Tmin = f(Udc, Speed, Temperature).

[0072] 5) The motor controller outputs the electric regenerative braking capability Tmin calculated by the functional safety monitoring layer Level 2 after E2E verification. The E2E verification must meet the functional safety requirements.

[0073] 6) The vehicle controller receives the regenerative braking capability Tmin from the motor controller and performs E2E verification, which must meet functional safety requirements.

[0074] 7) The vehicle controller calculates the total braking force T required by the vehicle in real time.

[0075] 8) The vehicle controller calculates the corresponding recovery torque Tbat based on the maximum recovery capacity allowed by the battery system.

[0076] 9) The vehicle controller calculates the total braking force T required by the vehicle, the maximum regenerative braking torque Tbat of the battery, and the electric regenerative braking capability Tmin of the motor controller to obtain the final electric regenerative braking torque command Tcmd, which is expressed as: Tcmd=f(T,Tmin,Tbat).

[0077] 10) The vehicle controller calculates the braking force T1 of the braking system based on the total braking force T required by the vehicle and the final electric regenerative braking torque Tcmd. Its functional expression is: T1=f(T,Tcmd).

[0078] 11) The motor controller receives the final electric regenerative braking torque command Tcmd issued by the vehicle controller, performs E2E verification, executes and outputs the corresponding electric regenerative braking torque Tcmd.

[0079] In the above steps 1) and 2), there is no order of execution between them; they can be obtained simultaneously or sequentially, without any limitation. Similarly, there is no order of execution for steps 7) and 8); they can be executed in parallel or 8) can be executed first and then 7). In addition, there is no order of execution for steps 10) and 11); they can be executed in parallel or 11) can be executed first and then 10), without any limitation.

[0080] like Figure 6 The diagram shown illustrates the instruction transmission flow of a braking control method integrating regenerative braking according to Embodiment 4 of this application. In this method, the motor controller sends the calculated regenerative braking capacity to the vehicle controller. The vehicle controller acquires the status information of the braking system, the status of the battery system, and its regeneration capacity. Combining this information with the data from the motor controller, the vehicle controller calculates the braking force and regenerative braking torque, and finally sends the braking force to the braking system to execute braking. It also sends instruction signals to the battery system and sends mode and regenerative braking torque instructions to the motor controller, enabling the motor controller to control the drive motor and implement corresponding regenerative braking. Compared to Embodiment 3, this method effectively reduces data transmission volume, thereby improving the system's fault tolerance and reliability.

[0081] If the fault condition is true, one implementation of the above steps is as follows:

[0082] The actual output torque and fault status of the drive motor are calculated using the motor controller.

[0083] The motor controller is used to determine the fault status. If the fault status is true, the second electric regenerative braking capability is calculated based on the actual output torque.

[0084] The second electric regenerative braking capability is sent to the vehicle controller using the motor controller.

[0085] The vehicle controller is used to calculate the maximum torque corresponding to the maximum recoverable energy of the battery system.

[0086] The vehicle controller calculates the regenerative braking torque based on the total braking force required for vehicle braking, the second electric regenerative braking capability, and the maximum torque corresponding to the maximum recoverable energy allowed by the battery system.

[0087] The braking force of the braking system is calculated based on the electric regenerative braking torque and the total braking force.

[0088] The motor controller is used to determine the fault status. When the fault status is true, the actual output torque is extracted, and the electric regenerative braking capacity is calculated based on the actual output torque. The electric regenerative braking capacity is then sent to the vehicle controller. The vehicle controller combines the maximum torque and the total braking force to calculate the electric regenerative braking torque. Combined with the maximum torque corresponding to the maximum recoverable energy of the battery system, the safety of the battery system can be guaranteed.

[0089] In addition, during this process, the motor controller only sends the electric regenerative braking capability to the vehicle controller, which effectively reduces the amount of data transmission compared to the above embodiment three. At the same time, it can form redundant control with the above embodiment three, improving the fault tolerance of the system.

[0090] Regarding the false fault status, in one embodiment, refer to Figure 5 The braking control method also includes:

[0091] Before the second electric regenerative braking capability is sent to the vehicle controller using the motor controller, if the fault status is false, the second electric regenerative braking capability is calculated by the motor controller based on the obtained bus voltage, motor speed, motor temperature and motor controller temperature.

[0092] In non-faulty conditions, the motor controller calculates the second electric regenerative braking capability based on the acquired bus voltage, motor speed, motor temperature, and motor controller temperature, thereby achieving non-faulty control of the drive motor.

[0093] In one embodiment, reference Figure 5 The braking control method also includes:

[0094] After the vehicle controller receives the second electric regenerative braking capability, it verifies the second electric regenerative braking capability. If the verification passes, the vehicle controller calculates the electric regenerative braking torque based on the total braking force required for vehicle braking, the second electric regenerative braking capability, and the maximum torque.

[0095] Specifically, for the communication between the motor controller and the vehicle controller, the received data is verified through corresponding verification functions to effectively ensure the validity of the communication data and improve the safety of vehicle control.

[0096] As can be seen from the above embodiments three and four, in one embodiment, after obtaining the electric regenerative braking torque, the following is further included:

[0097] The vehicle controller sends the regenerative braking torque to the motor controller.

[0098] The motor controller is used to verify the received regenerative braking torque. If the verification passes, the motor is controlled to execute the regenerative braking torque.

[0099] The motor controller verifies the data sent by the vehicle controller through a corresponding verification function, thereby effectively ensuring the validity of the communication data and improving the safety of vehicle control.

[0100] like Figure 7 The diagram shown is a schematic representation of a braking control system integrating regenerative braking according to Embodiment 5 of this application. This braking control system includes a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the braking control method described in the above embodiments. Additionally, this application also provides a vehicle that includes the braking control system integrating regenerative braking described in the above embodiments.

[0101] Those skilled in the art will understand that Figure 7 This is merely an example of a braking control system that integrates electric regenerative braking and does not constitute a limitation on the computer equipment. The computer equipment may include more or fewer components than shown, or combine certain components, or different components.

[0102] The processor referred to can be a CPU, but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor or any conventional processor.

[0103] Memory includes readable storage media, internal memory, etc., wherein internal memory can be the RAM of a computer device, providing an environment for the operation of the operating system and computer-readable instructions stored in the readable storage media. The readable storage media can be the hard drive of a computer device, or in other embodiments, it can be an external storage device of the computer device, such as a plug-in hard drive, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, memory can include both internal storage units and external storage devices of a computer device. Memory is used to store the operating system, applications, bootloader, data, and other programs, such as program code for computer programs. Memory can also be used to temporarily store data that has been output or will be output.

[0104] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0105] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. 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 application.

[0106] In the embodiments provided in this application, it should be understood that the disclosed apparatus / control devices and methods can be implemented in other ways. For example, the apparatus / control device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0107] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0108] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A braking control method integrating regenerative braking, characterized in that, include: Obtain the actual output torque and fault status of the drive motor; Based on the total braking force required for vehicle braking, the actual output torque, and the fault state, the braking force of the braking system and the electric regenerative braking torque of the drive motor are calculated. The braking system is controlled to perform the braking force, and the drive motor is controlled to perform the electric regenerative braking torque; The acquisition of the actual output torque and fault status of the drive motor includes: The actual output torque and fault status of the drive motor are calculated using the motor controller. The motor controller sends the actual output torque and the fault status to the vehicle controller. The calculation of the braking force of the braking system and the electric regenerative braking torque of the drive motor based on the total braking force required for vehicle braking, the actual output torque, and the fault state includes: The vehicle controller is used to determine the fault state. If the fault state is true, the actual output torque is used as the electric regenerative braking torque. The vehicle controller calculates the braking force of the braking system based on the electric regenerative braking torque and the total braking force required for the vehicle braking. Also includes: The first electric regenerative braking capability is calculated using the motor controller based on the acquired bus voltage, motor speed, motor temperature, and motor controller temperature. The motor controller sends the first electric regenerative braking capability to the vehicle controller. Before the vehicle controller calculates the braking force of the braking system based on the regenerative braking torque and the total braking force required for vehicle braking, the system further includes: If the fault condition is false, the maximum torque corresponding to the maximum recoverable energy of the battery system is calculated using the vehicle controller; The vehicle controller calculates the electric regenerative braking torque based on the total braking force required for vehicle braking, the first electric regenerative braking capacity, and the maximum torque. Before the motor controller sends the actual output torque, the fault state, and the first regenerative braking capability to the vehicle controller, the method further includes: The motor controller is used to perform E2E verification on the actual output torque, the fault status, and the first electric regenerative braking capability. If the verification passes, the actual output torque, the fault status, and the first electric regenerative braking capability are sent to the vehicle controller. After the vehicle controller receives the actual output torque, the fault state, and the first regenerative braking capability, it further includes: The actual output torque, the fault state, and the first electric regenerative braking capability are verified by E2E. If the verification passes, the fault state is determined using the vehicle controller. After obtaining the regenerative braking torque, the following is also included: The vehicle controller is used to send the regenerative braking torque to the motor controller; The motor controller performs an E2E verification on the received regenerative braking torque. If the verification passes, the controller then controls the drive motor to perform the regenerative braking torque.

2. The braking control method for integrated electric regenerative braking according to claim 1, characterized in that, The acquisition of the actual output torque and fault status of the drive motor includes: The actual output torque and fault status of the drive motor are calculated using the motor controller. The calculation of the braking force of the braking system and the electric regenerative braking torque of the drive motor based on the total braking force required for vehicle braking, the actual output torque, and the fault state includes: The motor controller is used to determine the fault state. If the fault state is true, the second electric regenerative braking capability is calculated based on the actual output torque. The second electric regenerative braking capability is sent to the vehicle controller using the motor controller. The vehicle controller is used to calculate the maximum torque corresponding to the maximum recoverable energy of the battery system. The vehicle controller calculates the electric regenerative braking torque based on the total braking force required for vehicle braking, the second electric regenerative braking capacity, and the maximum torque. The braking force of the braking system is calculated based on the regenerative braking torque and the total braking force.

3. The braking control method for integrated electric regenerative braking according to claim 2, characterized in that, Before sending the second regenerative braking capability to the vehicle controller using the motor controller, the method further includes: If the fault state is false, the second electric regenerative braking capability is calculated using the motor controller based on the acquired bus voltage, motor speed, motor temperature, and motor controller temperature.

4. The braking control method for integrated electric regenerative braking according to claim 3, characterized in that, After the vehicle controller receives the second regenerative braking capability, it further includes: The second electric regenerative braking capability is verified. If the verification passes, the vehicle controller calculates the electric regenerative braking torque based on the total braking force required for vehicle braking, the second electric regenerative braking capability, and the maximum torque.

5. A braking control system integrating electric regenerative braking, characterized in that, The braking control system of the integrated electric regenerative braking includes a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the braking control method of the integrated electric regenerative braking as described in any one of claims 1 to 4.

6. A vehicle, characterized in that, The vehicle includes a braking control system with integrated electric regenerative braking as described in claim 5.

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