Vehicle brake control method and system

Abstract

The application discloses a vehicle braking control method and system, the vehicle includes a distributed electric drive system and an electromechanical braking system, the distributed electric drive system includes four motor subsystems and at least two motor controllers, the electromechanical braking system includes an electromechanical braking controller and four braking subsystems, the motor controller is connected with the electromechanical braking controller, the maximum feedback braking torque that can be output by the motor subsystem is acquired from the motor controller under the condition that the vehicle braking fails through the electromechanical braking controller, and the target feedback braking torque of the motor subsystem is determined according to the braking state of the braking subsystem and the maximum feedback braking torque;The electromechanical braking controller returns the target feedback braking torque to the motor controller corresponding to the motor subsystem, and the motor controller controls the motor subsystem to brake according to the target feedback braking torque, so that the delay time of the distributed configuration vehicle during redundant braking is reduced.

Description

Technical Field

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

[0002] The braking system is one of the core systems of new energy vehicles. Due to the complexity of the working environment, traditional vehicle braking systems typically incorporate backup designs to ensure absolute reliability. Current main approaches include dual-circuit braking systems, redundant braking systems, and mechanical backup systems, but all of these increase overall vehicle costs. Distributed vehicle configurations include an electro-mechanical braking system (EMB) and a distributed electric drive system. EMB transforms traditional hydraulic braking into direct braking powered by the electric motor system, offering a faster response and enabling more rapid braking in emergency situations. The distributed electric drive system comprises four motor subsystems and at least two motor controllers. These motor subsystems possess ample drive torque and regenerative torque, enabling redundant braking in case of EMB brake failure. This not only avoids increasing costs but also provides sufficient braking torque in emergencies, significantly improving vehicle robustness.

[0003] In related technologies, the vehicle controller of a distributed vehicle configuration serves as the central control unit, implementing all drive and braking functions. If redundant braking is required after EMB braking failure, the vehicle controller experiences an unavoidable communication and computational delay from detecting the braking failure to completing the redistribution and forwarding of braking force. During vehicle operation, especially at high speeds and in emergency braking scenarios, this prolonged delay increases the vehicle's braking distance, reducing vehicle safety. Summary of the Invention

[0004] The embodiments of this application provide a vehicle braking control method and system, which can at least to some extent reduce the delay time of a distributed configuration vehicle during redundant braking and improve vehicle safety.

[0005] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0006] According to a first aspect of the embodiments of this application, a vehicle braking control method is provided. The vehicle includes a distributed electric drive system and an electromechanical braking system. The distributed electric drive system includes four motor subsystems and at least two motor controllers. The electromechanical braking system includes an electromechanical braking controller and four braking subsystems. The motor controllers are connected to the electromechanical braking controllers. The vehicle braking control method includes:

[0007] In the event of vehicle brake failure, the electromechanical brake controller obtains the maximum regenerative braking torque that the motor subsystem can output from the motor controller. Based on the braking state of the braking subsystem and the maximum regenerative braking torque, the electromechanical brake controller determines the target regenerative braking torque of the motor subsystem. The electromechanical brake controller returns the target regenerative braking torque to the corresponding motor controller of the motor subsystem, so that the motor controller can control the motor subsystem to brake according to the target regenerative braking torque.

[0008] In some embodiments, the electromechanical brake controller determines the target regenerative braking torque of the motor subsystem based on the braking state of the braking subsystem and the maximum regenerative braking torque, including:

[0009] The electromechanical brake controller obtains the maximum braking torque that the braking subsystem can output when the braking state is abnormal from the motor controller; the electromechanical brake controller determines the target regenerative braking torque for each motor subsystem based on the maximum braking torque, the maximum regenerative braking torque, and the required braking torque.

[0010] In some embodiments, the vehicle braking control method further includes:

[0011] In the event of vehicle brake failure, the electromechanical brake controller controls the motor controller to enter BOOST mode.

[0012] In some embodiments, the motor subsystem includes an oil pump motor, and the vehicle braking control method further includes:

[0013] The electromechanical brake controller controls the motor controller to cool the oil pump motor.

[0014] In some embodiments, the vehicle further includes a thermal management system, and the vehicle braking control method further includes:

[0015] The electromechanical brake controller controls the thermal management system to cool the distributed electric drive system.

[0016] In some embodiments, two coaxial motor subsystems correspond to one motor controller, the vehicle further includes a vehicle controller, and the vehicle braking control method further includes:

[0017] When the output target feedback braking torque of the motor subsystem is abnormal, the vehicle controller controls the motor controller corresponding to the motor subsystem with abnormal output target feedback braking torque to enter the active short-circuit control mode.

[0018] According to a second aspect of the embodiments of this application, a vehicle is provided, including: a distributed electric drive system and an electromechanical braking system. The distributed electric drive system includes four motor subsystems and at least two motor controllers. The electromechanical braking system includes an electromechanical braking controller and four braking subsystems. The motor controllers are connected to the electromechanical braking controllers. The electromechanical braking controllers include a processor and a memory. The memory stores computer program instructions that can be executed by the processor. When the processor executes the computer program instructions, it implements the steps of the method as described in any of the first aspects above.

[0019] In some embodiments, the motor controller is also configured to control the motor subsystem to brake based on the target feedback braking torque returned by the electromechanical brake controller.

[0020] In some embodiments, the motor controller is also configured to receive the braking status of the braking subsystem output by the electromechanical brake controller, and enter BOOST mode if the braking status is abnormal.

[0021] In some embodiments, two coaxial motor subsystems correspond to one motor controller, and the vehicle also includes a vehicle controller for controlling the motor controller corresponding to the motor subsystem with abnormal output target regenerative braking torque to enter an active short-circuit control mode when the output target regenerative braking torque of the motor subsystem is abnormal.

[0022] In this application, the vehicle includes a distributed electric drive system and an electromechanical braking system. The distributed electric drive system includes four motor subsystems and at least two motor controllers. The electromechanical braking system includes an electromechanical braking controller and four braking subsystems. The motor controllers are connected to the electromechanical braking controller. In the event of vehicle braking failure, the electromechanical braking controller can obtain the maximum regenerative braking torque that the motor subsystem can output from the motor controller. Based on the braking state of the braking subsystem and the maximum regenerative braking torque, the electromechanical braking controller determines the target regenerative braking torque of the motor subsystem. The electromechanical braking controller returns the target regenerative braking torque to the corresponding motor controller of the motor subsystem, so that the motor controller can control the motor subsystem to brake according to the target regenerative braking torque. This scheme reduces the communication and calculation latency of the distributed configuration vehicle during redundant braking, and can quickly complete the redistribution and calculation of the target regenerative braking torque after vehicle braking failure, significantly improving the braking response speed. In high-speed driving and emergency braking scenarios, rapid response can effectively reduce the vehicle's braking distance, thereby significantly improving driving safety and reducing the risk of accidents. At the same time, because the braking can respond quickly, the driver's confidence will increase, especially in emergency situations, enabling them to deal with unexpected situations more calmly.

[0023] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0024] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0025] Figure 1 An electrical architecture diagram of a vehicle according to some embodiments of this application is shown;

[0026] Figure 2 A schematic flowchart of a vehicle braking control method according to some embodiments of this application is shown;

[0027] Figure 3 It shows Figure 1 The external characteristic curve of the motor subsystem before the motor controller enters BOOST mode;

[0028] Figure 4 It shows Figure 1 The external characteristic curve of the motor subsystem after the motor controller enters BOOST mode;

[0029] Figure 5 It shows Figure 1 A schematic diagram showing the relationship between the negative torque generated by the motor controller after entering safe mode and the speed.

[0030] Figure 6 A block diagram of a vehicle braking control device according to some embodiments of this application is shown;

[0031] Explanation of icon numbers:

[0032] 101-Motor subsystem; 102-Motor controller; 103-Electromechanical brake controller; 104-Brake subsystem; 105-Wheel; 106-Vehicle controller. Detailed Implementation

[0033] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0034] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0035] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0036] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0037] To enable those skilled in the art to better understand this application, firstly, in conjunction with Figure 1 A brief description of the electrical architecture of the vehicle involved in this application is provided.

[0038] Figure 1 An electrical architecture diagram of a vehicle according to some embodiments of this application is shown. Figure 1 As shown, the vehicle includes a distributed electric drive system (not shown) and an electromechanical braking system (not shown). The distributed electric drive system includes four motor subsystems 101 and at least two motor controllers 102. The electromechanical braking system includes an electromechanical braking controller 103 and four braking subsystems 104. Each braking subsystem 104 is connected to a wheel 105. The motor controllers 102 are connected to the electromechanical braking controllers 103. In the event of vehicle braking failure, the electromechanical braking controllers 103 interact directly with the motor controllers 102 to return the target feedback braking torque of the motor subsystem to the motor controllers 102, so that the motor controllers 102 execute the target feedback braking torque, and the motor subsystems 101 use the target feedback braking torque for braking.

[0039] It should be noted that in the relevant technology, the motor controller 102 and the electromechanical brake controller 103 are not connected; the vehicle controller 106 acts as the central control unit for coordinating all drive and braking functions. If redundant braking is required, control is achieved through the following steps: 1) The motor controller feeds back the maximum regenerative braking torque that the motor subsystem can output to the vehicle controller; 2) The electromechanical brake controller sends a regenerative braking torque request to the vehicle controller based on the braking state; 3) The vehicle controller arbitrates and distributes the regenerative braking torque based on the driver's intention and the vehicle state; 4) The vehicle controller sends a regenerative braking torque request to the motor controller; 5) The motor controller executes the regenerative braking torque requested by the vehicle controller. From detecting braking failure to completing the redistribution and forwarding of braking force, the vehicle controller experiences an unavoidable communication and computational delay. During vehicle operation, especially at high speeds and in emergency braking scenarios, this prolonged delay increases the vehicle's braking distance, reducing vehicle safety. This application optimizes the electrical architecture topology so that, after determining that the vehicle's braking has failed, the electromechanical brake controller directly obtains the maximum regenerative braking torque that the motor subsystem can output from the motor controller, determines the target regenerative braking torque for each motor subsystem, and then returns the target regenerative braking torque to the motor controller. As a result, the motor subsystem can quickly output the target regenerative braking torque for braking, reducing the delay time of the distributed configuration vehicle during redundant braking and improving the vehicle's safety.

[0040] Figure 2 A schematic flowchart of a vehicle braking control method according to some embodiments of this application is shown. Figure 2 As shown, a vehicle braking control method is provided, which is applied to... Figure 1 Taking the electromechanical brake controller in the example, the method may include the following steps 201 to 203.

[0041] In step 201, the electromechanical brake controller obtains the maximum regenerative braking torque that the motor subsystem can output from the motor controller in the event of vehicle brake failure.

[0042] Regenerative braking torque refers to the braking torque generated during the regenerative braking energy recovery process. Maximum regenerative braking torque characterizes the regenerative braking torque output capability of the motor subsystem; a larger maximum regenerative braking torque indicates a stronger regenerative braking torque output capability.

[0043] In the implementation process, the electromechanical brake controller can obtain the braking status from each braking subsystem, and determine the vehicle braking failure when the braking status of any one of the braking subsystems is abnormal.

[0044] In a distributed vehicle configuration, if there are two motor controllers, each controller controls two coaxial motor subsystems; if there are four motor controllers, each controller controls one motor subsystem. In the event of brake failure, the electromechanical brake controller can obtain the maximum regenerative braking torque that the corresponding motor subsystem can output from the motor controller.

[0045] In step 202, the electromechanical brake controller determines the target regenerative braking torque of the motor subsystem based on the braking state and maximum regenerative braking torque of the braking subsystem.

[0046] Return to reference Figure 1 Distributed configuration vehicles typically have four braking subsystems, each connected to one wheel and each connected to an electromechanical brake controller. Therefore, the electromechanical brake controller can directly obtain the braking status from each braking subsystem.

[0047] Understandably, after obtaining the braking state and the maximum regenerative braking torque, the electromechanical brake controller can determine the target regenerative braking torque of the motor subsystem in various ways.

[0048] In some embodiments, the electromechanical brake controller can obtain the maximum braking torque that the brake subsystem with abnormal braking state can output from the motor controller; the electromechanical brake controller determines the target regenerative braking torque for each motor subsystem based on the maximum braking torque, the maximum regenerative braking torque, and the required braking torque.

[0049] The required braking torque is the torque needed by the driver to brake the vehicle, which can be calculated based on the opening of the brake pedal. The specific calculation method is not limited in the embodiments of this application.

[0050] Assuming the abnormal braking subsystem is the left front wheel's braking subsystem, and the maximum braking torque output of each of the four wheel's corresponding braking subsystems is 150 Nm, while the maximum regenerative braking torque of each of the four wheel's corresponding motor subsystems is 100 Nm, the required braking torque is 600 Nm. Since the maximum regenerative braking torque of the left front wheel's motor subsystem is only 100 Nm, it is insufficient to provide 150 Nm of braking force. Therefore, the electromechanical brake controller needs to redistribute the regenerative braking torque of the other three wheel's motor subsystems. This ensures that the other three wheels compensate for the 50 Nm of regenerative braking torque that the left front wheel's motor subsystem cannot provide, within the limits of their respective maximum regenerative braking torque. For example, the target regenerative braking torque for the left front wheel's motor subsystem could be 100 Nm, and the target regenerative braking torque for the left rear wheel's motor subsystem could be... The braking torque is 20 Nm, the target regenerative braking torque of the motor subsystem corresponding to the right front wheel is 20 Nm, and the target regenerative braking torque of the motor subsystem corresponding to the right rear wheel is 10 Nm. Since the braking subsystems corresponding to the left rear wheel, right front wheel, and right rear wheel are normal, they can all provide a maximum braking torque of 150 Nm. Therefore, the motor subsystems corresponding to the four wheels and the three braking subsystems in normal braking condition can together provide a braking force of 600 Nm. Of course, the target regenerative braking torque of the motor subsystem corresponding to the left front wheel can also be allocated as 100 Nm, the target regenerative braking torque of the motor subsystem corresponding to the left rear wheel as 30 Nm, the target regenerative braking torque of the motor subsystem corresponding to the right front wheel as 10 Nm, and the target regenerative braking torque of the motor subsystem corresponding to the right rear wheel as 10 Nm. The specific allocation strategy of the regenerative braking torque is not limited in the embodiments of this application.

[0051] In step 203, the electromechanical brake controller returns the target feedback braking torque to the motor controller corresponding to the motor subsystem, so that the motor controller controls the motor subsystem to brake according to the target feedback braking torque.

[0052] Understandably, after receiving the target regenerative braking torque, the motor controller can control the corresponding motor subsystem to output the target regenerative braking torque to the wheels, thereby achieving braking of the wheels.

[0053] This embodiment of the application establishes a direct connection between the motor controller and the electromechanical braking controller in a distributed vehicle configuration. In the event of brake failure, the electromechanical braking controller can obtain the maximum regenerative braking torque output by the motor subsystem from the motor controller. Based on the braking state of the braking subsystem and the maximum regenerative braking torque, the electromechanical braking controller determines the target regenerative braking torque for the motor subsystem. The electromechanical braking controller then returns the target regenerative braking torque to the corresponding motor controller, which controls the motor subsystem to brake based on the target regenerative braking torque. This scheme reduces the communication and computation latency during redundant braking in distributed vehicles, enabling rapid redistribution and calculation of the target regenerative braking torque after brake failure, significantly improving braking response speed. In high-speed driving and emergency braking scenarios, rapid response effectively reduces vehicle braking distance, thereby significantly improving driving safety and reducing accident risk. Simultaneously, the rapid braking response increases driver confidence, especially in emergency situations, allowing for more composed handling of unexpected events.

[0054] In some embodiments, in the event of vehicle brake failure, the electromechanical brake controller can control the motor controller to enter BOOST mode.

[0055] Among them, BOOST mode, also known as enhanced mode, is a driving mode that can provide excess torque output. It is mainly used to improve the acceleration performance of the vehicle when starting. In the embodiment of this application, BOOST mode is also activated in the case of vehicle brake failure, so that the motor controller outputs a larger current and the motor subsystem provides a larger regenerative braking torque.

[0056] Figure 3 It shows Figure 1 The external characteristic curve of the motor subsystem before the motor controller enters BOOST mode. Figure 3 The horizontal axis represents the rotational speed of the motor subsystem, in revolutions per minute (rpm); the vertical axis corresponding to the torque curve represents the torque output by the motor subsystem at different speeds, in Newton-meters (Nm). The vertical axis corresponding to the power curve represents the power output by the motor subsystem at different speeds, in kilowatts (kW). According to... Figure 3 As can be seen from the torque curve, the low and medium speeds are in a constant torque region with relatively high torque; after exceeding the rated speed n0, the torque drops rapidly. According to... Figure 3As shown in the power curve, the power increases linearly with speed at low and medium speeds; after exceeding the rated speed n0, it enters a constant power region, where the power remains constant. If the vehicle requires redundant electric braking, the regenerative braking torque output capability of the motor subsystem is smaller at high speeds and larger at low and medium speeds. Since mechanical braking performance does not change drastically with speed and can provide a large braking torque across the entire speed range, the regenerative braking torque of the motor subsystem should be maximized, especially at high speeds.

[0057] The improvement of the external characteristic boundary of an electric drive system is subject to the following key constraints: 1. Heat dissipation capacity limitations of the motor subsystem and motor controller; 2. Voltage and current limitations; 3. Performance limitations of mechanical components; 4. Performance limitations of the control algorithm. Constraints 3 and 4 are largely determined during the design phase. Constraints 1 and 2 can be introduced through later calibration and software strategies. Specifically, this could involve controlling the motor controller to enter BOOST mode, which would increase the output current of the motor controller, thus satisfying the instantaneous (e.g., 10s) torque and power increase of the motor subsystem. Figure 4 It shows Figure 1 The external characteristic curve of the motor subsystem after the motor controller enters BOOST mode. For example... Figure 4 As shown, after the motor controller enters BOOST mode, the power and torque of the motor subsystem are both increased.

[0058] Under redundant electric braking conditions, the motor controller enters BOOST mode, significantly enhancing the motor subsystem's ability to output regenerative braking torque. This allows the vehicle to more effectively utilize the regenerative braking torque of the motor subsystem during emergency braking, providing stronger braking force. Even under high loads and extreme conditions, the motor subsystem can still provide sufficient regenerative braking torque, enhancing the adaptability of braking under various complex conditions. BOOST mode not only enhances braking capability but also improves energy recovery efficiency during emergency braking, converting more kinetic energy into electrical energy stored in the battery, thereby extending the vehicle's driving range.

[0059] In some embodiments, the vehicle also includes a thermal management system, and an electromechanical brake controller can control the thermal management system to cool the distributed electric drive system.

[0060] It should be noted that after the motor controller enters BOOST mode, the temperature rise of the distributed electric drive system will worsen, requiring coordinated enhancement of the system's heat dissipation capacity. In implementation, the electromechanical brake controller can output water pump control information to the thermal management system. Based on this information, the thermal management system controls the water pump to provide more coolant to the distributed electric drive system, thus cooling it. In some embodiments, if the water pump control information is the pump's maximum speed, the water pump can provide maximum cooling capacity to the distributed electric drive system.

[0061] In some embodiments, the motor subsystem includes an oil pump motor, and the electromechanical brake controller can control the motor controller to cool the oil pump motor.

[0062] In implementation, the electromechanical brake controller can output oil pump control information to the motor controller, which then controls the oil pump motor to use lubricating oil for cooling based on the oil pump control information. In some embodiments, if the oil pump control information is the maximum speed of the oil pump, the oil pump motor can provide maximum cooling capacity to itself.

[0063] It is understood that the step of cooling the distributed electric drive system and / or the motor subsystem can be performed simultaneously with the step of controlling the motor controller to enter BOOST mode, or it can be performed after entering BOOST mode. This application embodiment does not limit this.

[0064] By cooling the distributed electric drive system and / or motor subsystem, the temperature rise of the distributed electric drive system and / or motor subsystem can be effectively prevented after the motor controller enters BOOST mode, thus improving vehicle safety.

[0065] In some embodiments, two coaxial motor subsystems correspond to one motor controller, and the vehicle also includes a vehicle controller. When the output target feedback braking torque of the motor subsystem is abnormal, the vehicle controller controls the motor controller corresponding to the motor subsystem with abnormal output target feedback braking torque to enter the active short-circuit control mode.

[0066] Figure 5 It shows Figure 1This diagram illustrates the relationship between the negative torque generated by the motor controller in safety mode and the rotational speed. In related technologies, the motor controller can enter safety mode in emergency situations. Safety modes include Active Short Circuit (ASC) or Free Wheeling (FW) modes. ASC mode provides three-phase active short circuit protection, achieved by either fully conducting the upper bridge arm and fully shutting off the lower bridge arm of the inverter circuit, or vice versa. FW mode provides full shutdown protection, achieved by fully shutting off both the upper and lower bridge arms of the inverter circuit. Because the high back electromotive force in FW mode may cause hardware damage, when the vehicle needs redundant electric braking but cannot output normal regenerative braking torque due to reasons such as battery recharge prohibition or a level 3 fault in the electric drive, the vehicle controller can control the motor subsystem with abnormal output target regenerative braking torque, as well as the corresponding motor controller of its coaxial motor subsystem, to enter active short circuit control mode. The negative torque provided by ASC assists in gradually decelerating and stopping the vehicle. This ensures that even in extreme situations, the vehicle can still maintain a certain braking capacity, avoiding complete failure of the braking system due to the failure of redundant electric braking function, and significantly improving driving safety.

[0067] The following describes an embodiment of the apparatus described in this application, which can be used to execute the vehicle braking control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the vehicle braking control method described above.

[0068] Figure 6 A block diagram of a vehicle braking control device according to some embodiments of this application is shown. Figure 6 As shown in the embodiment of this application, the vehicle braking control device includes: a torque acquisition module 601, a torque distribution module 602, and a torque return module 603. The vehicle includes a distributed electric drive system and an electromechanical braking system. The distributed electric drive system includes four motor subsystems and at least two motor controllers. The electromechanical braking system includes an electromechanical braking controller and four braking subsystems. The motor controllers are connected to the electromechanical braking controllers. The torque acquisition module 601 is used by the electromechanical braking controller to acquire the maximum regenerative braking torque that the motor subsystems can output from the motor controllers in the event of vehicle braking failure. The torque distribution module 602 is used by the electromechanical braking controller to determine the target regenerative braking torque of the motor subsystems based on the braking state of the braking subsystems and the maximum regenerative braking torque. The torque return module 603 is used by the electromechanical braking controller to return the target regenerative braking torque to the corresponding motor controller of the motor subsystem, so that the motor controller controls the motor subsystems to brake according to the target regenerative braking torque.

[0069] In some embodiments, the torque distribution module 602 is further configured to obtain from the motor controller the maximum braking torque that the braking subsystem with abnormal braking state can output; the electromechanical brake controller determines the target regenerative braking torque of each motor subsystem based on the maximum braking torque, the maximum regenerative braking torque, and the required braking torque.

[0070] In some embodiments, the vehicle braking control device further includes a mode control module (not shown) for controlling the motor controller to enter BOOST mode in the event of vehicle braking failure.

[0071] In some embodiments, the motor subsystem includes an oil pump motor, and the mode control module is also used for the electromechanical brake controller to control the motor controller to cool the oil pump motor.

[0072] In some embodiments, the vehicle also includes a thermal management system, and the mode control module is further used by the electromechanical brake controller to control the thermal management system to cool the distributed electric drive system.

[0073] In some embodiments, the mode control module is further configured to, when the target regenerative braking torque output by the motor subsystem is abnormal, control the motor controller corresponding to the motor subsystem with abnormal target regenerative braking torque to enter the active short-circuit control mode.

[0074] Based on the same inventive concept, this application also provides an electromechanical braking controller, including one or more memories, one or more processors, and at least one computer program (computer program instructions) stored in the memories and executable on the processor. When the processor executes the computer program, it implements the method described above.

[0075] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing computer program instructions, which, when executed by a processor, cause the processor to perform the steps of the method described above.

[0076] Based on the same inventive concept, embodiments of this application provide a computer program product, including a computer program, which, when executed by a processor, causes the processor to perform the steps of the method described above.

[0077] Based on the same inventive concept, embodiments of this application provide a vehicle, such as... Figure 1As shown, the vehicle includes: a distributed electric drive system (not shown) and an electromechanical braking system (not shown). The distributed electric drive system includes four motor subsystems 101 and at least two motor controllers 102. The electromechanical braking system includes an electromechanical braking controller 103 as described above and four braking subsystems 104. The motor controllers 102 are connected to the electromechanical braking controllers 103.

[0078] In some embodiments, the distributed electric drive system includes four motor subsystems 101 and two motor controllers 102.

[0079] In some embodiments, the distributed electric drive system includes four motor subsystems 101 and four motor controllers 102.

[0080] In some embodiments, the motor controller 102 is also configured to control the motor subsystem 101 to brake based on the target feedback braking torque returned by the electromechanical brake controller 103.

[0081] In some embodiments, the motor controller 102 is also configured to receive the braking status of the braking subsystem 104 output by the electromechanical brake controller 103, and enter BOOST mode if the braking status is abnormal.

[0082] In some embodiments, two coaxial motor subsystems 101 correspond to one motor controller 102, and the vehicle also includes a vehicle controller 106, which is used to control the motor controller 102 corresponding to the motor subsystem 101 that outputs abnormal target feedback braking torque to enter an active short-circuit control mode when the output target feedback braking torque of the motor subsystem 101 is abnormal.

[0083] The functions described herein may be implemented in hardware, software executed by a processor, firmware, or any combination thereof. If implemented in software executed by a processor, the functions may be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above may be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit.

[0084] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and 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 displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0085] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A vehicle brake control method characterized by, The vehicle comprises a distributed electric drive system and an electromechanical brake system, the distributed electric drive system comprises four motor subsystems and at least two motor controllers, the electromechanical brake system comprises an electromechanical brake controller and four brake subsystems, the motor controllers are connected with the electromechanical brake controller, and the method comprises: The electromechanical brake controller obtains the maximum feedback brake torque that can be output by the motor subsystem from the motor controller in the case of vehicle brake failure; The electromechanical brake controller determines the target feedback brake torque of the motor subsystem according to the brake state of the brake subsystem and the maximum feedback brake torque; The electromechanical brake controller returns the target feedback brake torque to the motor controller corresponding to the motor subsystem, so that the motor controller controls the motor subsystem to brake according to the target feedback brake torque; The electromechanical brake controller determines the target feedback brake torque of the motor subsystem according to the brake state of the brake subsystem and the maximum feedback brake torque, comprising: The electromechanical brake controller obtains the maximum brake torque that can be output by the brake subsystem with abnormal brake state from the motor controller; The electromechanical brake controller determines the target feedback brake torque of each motor subsystem according to the maximum brake torque, the maximum feedback brake torque and the required brake torque.

2. The vehicle brake control method according to claim 1, characterized by, Further comprising: In the case of vehicle brake failure, the electromechanical brake controller controls the motor controller to enter BOOST mode.

3. The vehicle brake control method according to claim 2, characterized by, The motor subsystem comprises an oil pump motor, and the method further comprises: The electromechanical brake controller controls the motor controller to perform cooling treatment on the oil pump motor.

4. The vehicle brake control method according to claim 2, characterized by The vehicle further comprises a thermal management system, and the method further comprises: The electromechanical brake controller controls the thermal management system to perform cooling treatment on the distributed electric drive system.

5. The vehicle brake control method according to any one of claims 1 to 4, characterized by, Two coaxial motor subsystems correspond to one motor controller, and the vehicle further comprises a vehicle controller, and the method further comprises: In the case that the motor subsystem outputs the target feedback brake torque abnormally, the vehicle controller controls the motor controller corresponding to the motor subsystem whose target feedback brake torque is output abnormally to enter active short circuit control mode.

6. A vehicle characterized by comprising: Comprise: A distributed electric drive system and an electromechanical brake system, the distributed electric drive system comprises four motor subsystems and at least two motor controllers, the electromechanical brake system comprises an electromechanical brake controller and four brake subsystems, the motor controllers are connected with the electromechanical brake controller, the electromechanical brake controller comprises a processor and a memory, the memory stores computer program instructions capable of being executed by the processor, and the processor executes the computer program instructions to realize the steps of the method in any one of claims 1 to 4.

7. The vehicle of claim 6, wherein The motor controller is further used to control the motor subsystem to brake according to the target feedback brake torque returned by the electromechanical brake controller.

8. The vehicle of claim 6, wherein, The motor controller is also configured to receive the brake state of the brake subsystem output by the electromechanical brake controller, and enter a BOOST mode when the brake state is abnormal.

9. The vehicle of claim 6, wherein, Two coaxial motor subsystems correspond to one motor controller, and the vehicle further comprises a vehicle control unit configured to control the motor controller corresponding to the motor subsystem outputting an abnormal target regenerative braking torque to enter an active short-circuit control mode.

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