System for controlling braking / traction of an electric or hybrid vehicle

Abstract

A system for controlling braking / traction of an electric or hybrid vehicle, the system comprising: a vehicle control unit configured to receive a braking or traction request 5, the vehicle control unit configured to determine a braking or traction target value (TG) to be applied to the vehicle based on the braking or traction request; a vehicle braking / traction control unit (6) operably connected to said vehicle control unit, said vehicle braking / traction control unit (6) being configured to be operably connected to at least one first electric motor 10 of a braking / traction system of a vehicle, the at least one first electric motor 10 is operably connected to at least one first axle of the vehicle, and the vehicle braking / traction control unit 6 is configured to control the at least one first electric motor. The vehicle braking / traction control unit (6) is configured to be operably connected to at least one first dissipative brake torque actuation module of a vehicle 15 braking / traction system, the at least one first dissipative brake torque actuation module being operably connected to the at least one first axle, the vehicle braking / traction control unit (6) is configured to control the at least one first dissipative braking torque actuation module; a battery pack operably connected to a vehicle braking / traction control unit (6), the battery pack configured to store electrical power during a vehicle braking phase to supply the stored electrical power 20 to the at least one first electric motor during a vehicle traction phase. The vehicle braking / traction control unit (6) is configured to receive: a braking or traction target value (TG) to be applied to the vehicle determined by the vehicle control unit based on the braking or traction request (RF); first input information (I1) representing the battery pack; second input 25 information (I2) representative of a regenerative braking or traction phase performed by the system on the braking / traction system by means of the at least one first electric motor; third input information (I3) representative of a dissipative braking phase performed by the system on a braking / traction system of the vehicle by means of at least one first dissipative braking torque actuation module; fourth input information (I4) representing an operating condition of the at least one first axle or a vehicle corner connected to the at least one first axle. The vehicle braking / traction control unit (6) is configured to determine a first regenerative braking torque value or traction target value (RG-1) to be applied to the vehicle by means of the at least one first electric motor on the basis of a braking or traction target value (TG) to be applied to the vehicle, the first input information (I1), the second input information (I2), the third input information (I3) and the fourth input information (I4), and determining a first dissipative brake torque target value (FD-1) or a first hydraulic pressure target value (FP-1) to be applied to the first front axle by means of the at least one 5 first dissipative brake torque actuation module.

Description

Technical Field

[0001] The present invention relates to a system for controlling braking / traction of an electric or hybrid vehicle. Background Art

[0002] Nowadays, in a typical system for controlling braking / traction of an electric or hybrid vehicle, a vehicle control unit (VCU) is fully responsible for controlling the braking of the vehicle.

[0003] In fact, the vehicle control unit is configured to receive a braking request from a vehicle driver and process the braking request from the vehicle driver, define the braking distribution between the front axle and the rear axle of the vehicle and / or between the vehicle wheel corners, define the target of the regenerative braking torque and the target of the dissipative braking torque to be applied to the vehicle braking system, that is, apply to the electric motors distributed on each axle and / or wheel corner of the vehicle and also the actuators using the B-b-W (brake-by-wire) technology distributed on each axle and / or wheel corner of the vehicle.

[0004] The mixing of the regenerative braking torque and the dissipative braking torque in a vehicle braking system using the B-b-W technology is typically achieved by using a sequential method. When the first actuator (usually an electric motor) is saturated, the remaining braking request will be sent to the next actuator, and so on.

[0005] However, electric or hybrid vehicles are becoming more and more complex, and more and more subsystems need to be considered when controlling the traction and braking of electric or hybrid vehicles, such as a battery pack, one or more electric motors, actuators and B-b-W components, which makes the above-mentioned sequential method not always optimal.

[0006] In addition, considering that the target of the dissipative braking torque applied to a vehicle braking system using the B-b-W technology is typically a braking hydraulic value, and once the vehicle control unit receives a braking request from the vehicle driver, the vehicle control unit is configured to define the target of the dissipative braking torque to be applied to the vehicle braking system by performing processing in terms of braking torque. Therefore, it is necessary to perform further conversion of the dissipative braking torque value into a braking hydraulic value, which will lead to an increase in the calculation time of the vehicle control unit, thereby reducing the timeliness and reliability of the control system.

[0007] In view of the above situation, there is a current need to provide an architecture and method for controlling braking / traction of an electric or hybrid vehicle, which allows ensuring better braking system performance, higher efficiency, higher reliability and timely intervention. Summary of the Invention

[0008] The object of the present invention is to design and provide a system for controlling the braking / traction of an electric or hybrid vehicle, which can overcome the limitations described above, thus ensuring that the braking / traction system has better performance, higher reliability and timeliness of intervention.

[0009] Such an object is achieved by the method according to claim 1.

[0010] Further advantageous embodiments are the subject of the dependent claims.

[0011] The present invention also relates to a method for controlling the braking / traction of an electric or hybrid vehicle. Description of the Drawings

[0012] With reference to the drawings, further features and advantages of the system according to the present invention will become apparent from the following description of preferred exemplary embodiments given in a non-limiting indicative manner, in which:

[0013] - Figures 1a to 1d The systems for controlling the braking / traction of an electric or hybrid vehicle according to embodiments of the present invention are respectively shown by block diagrams;

[0014] - Figure 2 The functional blocks of the systems for controlling the braking / traction of an electric or hybrid vehicle according to embodiments of the present invention are shown by block diagrams;

[0015] - Figure 3 The braking / traction systems of electric or hybrid vehicles according to embodiments of the present invention are shown by functional block diagrams;

[0016] - Figure 4 The braking / traction systems of electric or hybrid vehicles according to another embodiment of the present invention are shown by functional block diagrams;

[0017] - Figure 5 The functional blocks of the braking / traction systems of electric or hybrid vehicles according to embodiments of the present invention are shown by functional block diagrams;

[0018] - Figure 6 The functional sub-blocks of the functional blocks in Figure 5 according to embodiments of the present invention are shown by functional block diagrams;

[0019] - Figure 7a Another functional sub-block of the functional blocks in Figure 5 according to embodiments of the present invention is shown by functional block diagrams;

[0020] - Figure 7bAnother functional sub - block of the functional blocks in Figure 5 is illustrated by means of a functional block diagram; Figure 5 ;

[0021] - Figure 8 A method for controlling braking / traction of an electric or hybrid vehicle according to an embodiment of the present invention is illustrated by means of a block diagram;

[0022] - Figure 9 A motor friction map available for the system of the present invention is shown;

[0023] - Figure 10 Another pad / brake friction map available for the system of the present invention is shown.

[0024] It should be noted that the same or similar elements in the figures will be denoted by the same reference numerals or alphabetic reference numerals. Detailed Description of the Invention

[0025] Now referring to the foregoing figures, the reference numeral 100 generally denotes a system for controlling braking / traction of an electric or hybrid vehicle according to the present invention, which will also be simply referred to as a control system or just a system hereinafter.

[0026] For the purposes of this description, a "vehicle" (only schematically shown in Figures 1a to 1d and denoted by the reference numeral 1) means any vehicle or locomotive type having two, three, four or more wheels, even commercial or sporty, even for motorsport. Figures 1a to 1d ;

[0027] Furthermore, a "braking / traction system" means the set of all components (mechanical and / or hydraulic and / or electrical or electronic components) that contribute to generating the running brake of the vehicle or generating the parking brake and contribute to the traction of the vehicle.

[0028] "Braking / traction control" means the control distribution of braking / traction for the components of the braking / traction system defined above.

[0029] Referring to Figures 1a to 1d , the vehicle 1 includes at least one first axle F - A, and at least one first wheel W - F1 is connected to the at least one first axle F - A. Figures 1a to 1d ;

[0030] The at least one first axle F - A is, for example, the front axle of the vehicle 1, and the first wheel W - F1 is, for example, a front wheel.

[0031] According to an embodiment, in combination with the previous embodiment and as shown in Figures 1a to 1d , the vehicle 1 includes at least one second wheel W - F2 connected to the first axle F - A. Figures 1a to 1d ;

[0032] In the present embodiment, at least one first axle F-A is, for example, the front axle of the vehicle 1, the first wheel W-F1 is, for example, the left front wheel, and at least one second wheel W-F2 is, for example, the right front wheel.

[0033] In an embodiment in combination with any one of the foregoing embodiments, and as Figures 1a to 1d shown, the vehicle 1 includes at least one second axle R-A, and at least one additional first wheel W-R1 is connected to the at least one second axle R-A.

[0034] In this embodiment, if at least one first axle F-A is, for example, the front axle of the vehicle 1, then at least one second axle R-A is the rear axle of the vehicle 1, and at least one additional first wheel W-R1 is, for example, a rear wheel.

[0035] According to an embodiment, in combination with the previous embodiment and as Figures 1a to 1d shown, the vehicle 1 includes at least one additional second wheel W-R2 connected to the at least one second axle R-A.

[0036] In this embodiment, if at least one second axle R-A is the rear axle of the vehicle 1, then at least one additional first wheel W-R1 is, for example, the left rear wheel, and at least one second rear wheel W-R2 is, for example, the right rear wheel.

[0037] Overall, returning to Figures 1a to 1d , the vehicle 1 further includes a braking / traction system 2.

[0038] According to an embodiment, in combination with any one of the foregoing embodiments and as Figures 1a to 1d shown, the braking / traction system 2 further includes at least one first electric motor M1, and the at least one first electric motor M1 is operably connected to at least one first axle F-A.

[0039] The at least one first electric motor M1 includes a corresponding first electric motor control module C1.

[0040] The first electric motor control module C1 is configured to control the at least one first electric motor M1 based on the received target value to provide the regenerative braking or traction torque required by the system 100.

[0041] The first electric motor control module C1 is, for example, a suitably configured hardware module or software logic module, which is present inside the main hardware module of the braking / traction system 2, or more generally, which is present inside the hardware module of the vehicle 1.

[0042] The braking / traction system 2 of the vehicle 1 further includes at least one first dissipative braking torque actuation module 3, which is operatively connected to at least one first axle F-A.

[0043] In an embodiment, the at least one first dissipative braking torque actuation module 3 employs B-b-W technology, such as an electro-mechanical and / or electro-hydraulic actuator (EHA).

[0044] Thus, the at least one first dissipative braking torque actuation module 3 (schematically shown as a single box in the figure) includes at least one electro-mechanical or electro-hydraulic actuator, at least one electronic control unit, at least one braking assembly (i.e., an assembly of a brake caliper, a brake disc, and a pad), and at least one set of hydraulic lines for connecting the above components together. The at least one electronic control unit of the at least one first dissipative braking torque actuation module 3 is, for example, a suitably configured hardware module or software logic that exists inside the main hardware module of the braking / traction system 2, or more generally inside the hardware module of the vehicle 1.

[0045] From a control perspective, the at least one first dissipative braking torque actuation module 3 is configured to receive a first dissipative braking torque target FD-1 or a first hydraulic target FP-1.

[0046] In an embodiment, in combination with the previous embodiment and as Figure 1a shown, the braking / traction system 2 of the vehicle 1 further includes an additional first dissipative braking torque actuation module 3' that is operatively connected to at least one first axle F-A.

[0047] In an embodiment, the additional first dissipative braking torque actuation module 3' employs B-b-W technology, such as an electro-mechanical and / or electro-hydraulic actuator (EHA).

[0048] Thus, the additional first dissipative braking torque actuation module 3' schematically shown as a single box in the figure includes at least one electro-mechanical or electro-hydraulic actuator, at least one electronic control unit, at least one braking assembly (i.e., an assembly of a brake caliper, a brake disc, and a pad), and at least one set of hydraulic lines for connecting the above components together. The at least one electronic control unit of the additional first dissipative braking torque actuation module 3' is, for example, a suitably configured hardware module or software logic that exists inside the main hardware module of the braking / traction system 2, or more generally inside the hardware module of the vehicle 1.

[0049] From a control perspective, the additional first dissipative braking torque actuation module 3' is configured to receive an additional first dissipative braking torque target or an additional first hydraulic target.

[0050] As Figure 1aAs shown, in this embodiment, at least one first dissipative braking torque actuation module 3 is operably connected to a first wheel W-F1 (left front wheel) of the vehicle 1, and a further first dissipative braking torque actuation module 3' is operably connected to a second wheel W-F2 (right front wheel) of the vehicle 1.

[0051] In an embodiment, in combination with any of the embodiments described above, in which at least one second axle R-A of the vehicle 1 is provided and as Figure 1c and Figure 1d shown, the braking / traction system 2 further comprises at least one second electric motor M2, said at least one second electric motor M2 being operably connected to at least one second axle R-A ( Figure 1c and Figure 1d ).

[0052] At least one second electric motor M2 includes a corresponding second electric motor control module C2.

[0053] The second electric motor control module C2 is configured to control at least one second electric motor M2 based on a received target value to provide the regenerative braking or traction torque required by the system 100.

[0054] The second electric motor control module C2 is, for example, a suitably configured hardware module or software logic module that is present inside the main hardware module of the braking / traction system 2, or more generally that is present inside the hardware module of the vehicle 1.

[0055] In this embodiment, the braking / traction system 2 of the vehicle 1 further comprises at least one second dissipative braking torque actuation module 4 operably connected to at least one second axle R-A.

[0056] In an embodiment, at least one second dissipative braking torque actuation module 4 employs B-b-W technology, such as an electro-mechanical and / or electro-hydraulic actuator (EHA).

[0057] Thus, the second dissipative braking torque actuation module 4 (schematically shown as a single box in the figure) includes at least one electro-mechanical or electro-hydraulic actuator, at least one electronic control unit, at least one braking assembly (i.e., an assembly of brake calipers, brake discs, linings), and at least one set of hydraulic lines for connecting the above components together. The at least one electronic control unit of the second dissipative braking torque actuation module 4 is, for example, a suitably configured hardware module or software logic that is present inside the main hardware module of the braking / traction system 2, or more generally that is present inside the hardware module of the vehicle 1.

[0058] From a control perspective, at least one second regenerative braking torque actuation module 4 is configured to receive a second dissipative braking FD-2 target or a hydraulic FP-2 target.

[0059] According to a further embodiment (as Figure 1c and Figure 1d shown), the braking / traction system 2 of the vehicle 1 further includes a further second dissipative braking torque actuation module 4', which is operatively connected to at least one second axle R-A.

[0060] In an embodiment, the further second dissipative braking torque actuation module 4' employs B-b-W technology, such as an electromechanical and / or electrohydraulic actuator (EHA).

[0061] Thus, the further dissipative braking torque actuation module 4', schematically shown in the figure as a single block, also includes at least one electromechanical or electrohydraulic actuator, at least one electronic control unit, at least one braking assembly (i.e., an assembly of a brake caliper, a brake disc, and a pad), and at least one set of hydraulic lines for connecting the above components together. The at least one electronic control unit of the at least one second dissipative braking torque actuation module 4' is, for example, a suitably configured hardware module or software logic that exists inside the main hardware module of the braking / traction system 2, or more generally that exists inside the hardware module of the vehicle 1.

[0062] From a control perspective, the further second regenerative braking torque actuation module 4' is configured to receive a further second dissipative braking torque target or a further second hydraulic target.

[0063] As Figure 1c and Figure 1d shown, in this embodiment, at least one second dissipative braking torque actuation module 4 is operatively connected to a further first wheel W-R1 (left rear wheel) of the vehicle 1, and the further second dissipative braking torque actuation module 4' is operatively connected to a further second wheel W-R2 (right rear wheel) of the vehicle 1.

[0064] According to a further embodiment (as Figure 1d shown), at least one first electric motor M1 is operatively connected to a first wheel W-F1 (front wheel).

[0065] In this embodiment, as Figure 1d shown, at least one first dissipative braking torque actuation module 3 is operatively connected to the first wheel W-F1.

[0066] In a further embodiment, in combination with the previous embodiment and also as Figure 1dAs shown, the braking / traction system 2 of the vehicle 1 further includes an additional first electric motor M1' operably connected to the second wheel W-F2.

[0067] In the present embodiment, at least one first wheel W-F1 and the second wheel W-F2 are connected to at least one first axle F-A, for example, as the left front wheel (W-F1) and the right front wheel (W-F2).

[0068] In this embodiment, the additional first electric motor M1' includes a corresponding additional first electric motor control module C1'.

[0069] The additional first electric motor control module C1' is configured to control the additional first electric motor M1' based on the received target value to provide the regenerative braking or traction torque required by the system 100.

[0070] The additional first electric motor control module C1' is, for example, a suitably configured hardware module or software logic module, which exists inside the main hardware module of the braking / traction system 2, or more generally, which exists inside the hardware module of the vehicle 1.

[0071] In an embodiment (as Figure 1d shown), in combination with any of the foregoing embodiments, where there is at least one second axle R-A, at least one second electric motor M2 is operably connected to the additional first wheel W-R1 (left rear wheel).

[0072] In a further embodiment, in combination with the previous embodiment and as Figure 1d shown, the braking / traction system 2 of the vehicle 1 includes an additional second electric motor M2', which is operably connected to the additional second wheel W-R2 (right rear wheel).

[0073] In this embodiment, the additional first wheel W-F1 and the additional second wheel W-F2 are connected to at least one second axle R-A, for example, as the left rear wheel (W-F1) and the right rear wheel (W-F2).

[0074] In this embodiment, the additional second electric motor M2' includes a corresponding additional second electric motor control module C2'.

[0075] The additional second electric motor control module C2' is configured to control the additional second electric motor M2' based on the received target value to provide the regenerative braking or traction torque required by the system 100.

[0076] The additional second electric motor control module C2' is, for example, a suitably configured hardware module or software logic module that is present inside the main hardware module of the braking / traction system 2, or more generally, inside the hardware module of the vehicle 1.

[0077] In Figure 1a and Figure 1b the illustrated embodiment, in combination with any of the foregoing embodiments, where there is no at least one second electric motor M2 and / or additional second electric motor M2', and where there is at least one second axle R-A of the vehicle 1, the braking / traction system 2 of the vehicle 1 includes at least one second dissipative braking torque actuating module 4, which is operatively connected to at least one second axle R-A.

[0078] In this embodiment, the at least one second dissipative braking torque actuating module 4 is a standard hydraulic actuator.

[0079] According to a further embodiment, in combination with the previous embodiment and as Figure 1a and Figure 1b illustrated, the braking / traction system 2 of the vehicle 1 includes an additional second dissipative braking torque actuating module 4', which is operatively connected to at least one second axle R-A.

[0080] In this embodiment, the second dissipative braking torque actuating module 4 is operatively connected to an additional first wheel W-R1 (left rear wheel) of the vehicle 1, and the additional second dissipative braking torque actuating module 4' is operatively connected to an additional second wheel W-R2 (right rear wheel) of the vehicle 1.

[0081] In this embodiment, the additional second dissipative braking torque actuating module 4' is a standard hydraulic actuator.

[0082] In addition to the embodiments described with reference to Figures 1a to 1d other combinations can also be employed, where at least one electric motor and at least one dissipative braking torque actuating module using brake-by-wire technology are provided on one or more axles and / or one or more wheel corners of the vehicle.

[0083] If the axles and / or wheel corners of the vehicle are not equipped with electric motors, the corresponding dissipative braking torque actuating modules can be of a standard type, such as a standard hydraulic actuator, and thus brake-by-wire technology is not employed.

[0084] For example Figure 1aThe most general embodiment shown provides a braking / traction system 2, which actuating traction system 2 includes at least one electric motor and a dissipative braking torque actuating module employing B-b-W technology on at least one axle or wheel corner of the vehicle 1.

[0085] Overall back to Figures 1a to 1d , according to the present invention, the system 100 includes a vehicle control unit (VCU) 5, which vehicle control unit (VCU) is configured to receive a braking or traction request RF.

[0086] The braking or traction request RF can be applied by the driver P1 through one or more pedals of the vehicle 1 (e.g., the brake pedal for a braking request or the accelerator pedal for a traction request), or automatically applied by P2 (e.g., through vehicle driving assistance software logic, automatic autonomous driving / braking logic, etc.).

[0087] Preferably, after the stroke / pressure sensor of the brake pump (not shown in the figure) of the braking / traction system 2 of the vehicle 1 performs processing, a braking request is provided to the vehicle control unit 5.

[0088] Preferably, after processing is performed, for example, by a travel sensor (not shown in the figure) of the vehicle 1, a traction request is provided to the vehicle control unit 5.

[0089] The vehicle control unit 5 is configured to determine a braking or traction target value TG to be applied to the vehicle 1 based on the braking or traction request RF.

[0090] For example, the vehicle control unit 5 is a suitably configured electronic hardware module or software logic module, which electronic hardware module or software logic module is present inside the main electronic hardware module of the braking / traction system 2, or more generally which electronic hardware module or software logic module is present inside the electronic hardware module of the vehicle 1.

[0091] For example, the braking or traction target value TG is a torque target value expressed in Nm, for example, 1000 Nm on at least one first axle F-A (front axle), 500 Nm on at least one second axle R-A (rear axle), or 1500 Nm as the overall vehicle target value.

[0092] In this case, a braking balance sub-module described below with reference to the embodiments of the present invention is also employed to distribute the overall vehicle target value to each axle and / or each vehicle corner.

[0093] According to a further example, the braking or traction target value TG can be a deceleration target value, for example, -15 m / s2 as the overall vehicle target value.

[0094] In this case, the deceleration target value is converted into a torque target value by a vehicle brake / traction control unit (described below) connected to the vehicle control unit 5, and a brake balance sub-module (described below with reference to an embodiment of the present invention) is also employed to distribute the overall vehicle target value to each axle and / or each vehicle corner.

[0095] The system 100 further includes a vehicle brake / traction control unit 6 operably connected to the vehicle control unit 5.

[0096] For example, the vehicle brake / traction control unit 6 is a suitably configured hardware module or software logic module that is present inside the main hardware module of the brake / traction system 2, or more generally, that is present inside the hardware module of the vehicle 1.

[0097] The vehicle brake / traction control unit 6 is configured to be operably connected to at least one first electric motor M1 of the brake / traction system 2 of the vehicle 1, and the at least one first electric motor M1 is operably connected to at least one first axle F-A of the vehicle 1.

[0098] The vehicle brake / traction control unit 6 is configured to control the at least one first electric motor M1 so as to control the at least one first axle F-A.

[0099] More specifically, in the Figures 1a to 1d illustrated embodiment, the vehicle brake / traction control unit 6 can be directly connected to the at least one first electric motor M1.

[0100] In addition, the vehicle brake / traction control unit 6 is configured to be operably connected to at least one first dissipative brake torque actuation module 3 of the brake / traction system 2 of the vehicle 1, and the dissipative brake torque actuation module 3 is operably connected to at least one first axle F-A.

[0101] The vehicle brake / traction control unit 6 is configured to control the at least one first dissipative brake torque actuation module 3.

[0102] More specifically, in the Figures 1a to 1d illustrated embodiment, the vehicle brake / traction control unit 6 can be directly connected to the at least one first dissipative brake torque actuation module 3.

[0103] Referring again to Figures 1a to 1d , the system 100 further includes a battery management unit 7 or BMS (battery management system) that is operably connected to the vehicle brake / traction control unit 6.

[0104] For example, the battery management unit 7 is a suitably configured hardware module or software logic module that is present inside the main hardware module of the braking / traction system 2 or, more generally, inside the hardware module of the vehicle 1.

[0105] The system 100 also includes a battery pack 8 that is operatively connected to the vehicle braking / traction control unit 6 by means of the battery management unit 7.

[0106] The battery pack 8 is configured to store electrical power, even a large amount of electrical power, during the braking phase of the vehicle 1 in order to supply the stored electrical power to at least one first electric motor M1 during the traction phase of the vehicle 1.

[0107] For example, the first battery pack 8 is a battery pack of high-energy unit cells or a battery pack of high-energy unit cells and high-power unit cells.

[0108] According to the invention, from a functional point of view, now referring to Figure 2 , the vehicle braking / traction control unit 6 is configured to receive a braking or traction target value TG to be applied to the vehicle 1 determined by the vehicle control unit 5 of the vehicle 1 based on the braking or traction request RF.

[0109] The vehicle braking / traction control unit 6 is configured to receive first input information I1 representing the battery pack 8.

[0110] In this regard, the battery management unit 7 is configured to provide the vehicle braking / traction control unit 6 with the first input information I1 representing the battery pack 8.

[0111] The first input information I1 can, for example, include one or more of the following:

[0112] - The maximum electrical power P-8 that can be provided / regenerated using the first battery pack 8;

[0113] - The operating temperature T-8 of the battery pack 8;

[0114] - Information I-8 representing the operating condition of the battery pack 8, such as, for example, the state of health (SOH) S-8 of the battery pack 8, the charge state information CE-8 of the battery pack 8 or simply the state of charge (SOC), the voltage value TE-8 of the battery pack 8.

[0115] The vehicle braking / traction control unit 6 is also configured to receive second input information I2 that represents a regenerative braking or traction phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of at least one electric motor M1.

[0116] In this case, the second input information I2 can include, for example, one or more of the following:

[0117] - The current temperature value T-M1 of at least one first electric motor M1;

[0118] - The current rotational speed V-M1 of at least one first electric motor M1;

[0119] - The current current value I-M1 of at least one first electric motor M1;

[0120] - The current efficiency or throughput value E-M1 of at least one first electric motor M1.

[0121] The second input information I2 can be provided by various sensors distributed in the braking / traction system 2 of the vehicle 1 (excluding the current efficiency or throughput value E-M1 of at least one first electric motor M1), and / or estimated by means of a corresponding algorithm for estimating such quantities.

[0122] In this regard, according to different embodiments, the algorithm for estimating such quantities can reside in the vehicle control unit 5 and / or the electric motor control module and / or the electronic control unit in the dissipative braking torque actuation module employing B-b-W technology and / or the vehicle braking / traction control unit 6.

[0123] Preferably, with respect to the second input information I2, such an algorithm for estimating such quantities can be deployed in the vehicle control unit 5 and / or each electric motor control module.

[0124] Thus, the vehicle braking / traction control unit 6 is configured to receive the second input information I2 directly from the electric motor control module, from the electric motor control module via the vehicle control unit 5, directly from the vehicle control unit 5, and / or through any combination of the foregoing configurations.

[0125] According to a further embodiment, in which the braking / traction system 2 of the vehicle 1 has a plurality of electric motors in addition to at least one first electric motor M1, the vehicle braking / traction control unit 6 is further configured to receive the second input information I2, which represents a regenerative braking or traction phase of the vehicle 1's braking / traction system 2 performed by each such electric motor of the system 100 other than at least one first electric motor M1 (e.g., if present, the second electric motor M2, another first electric motor M1', and another second electric motor M2').

[0126] In an embodiment where there is also a second electric motor M2 operatively connected to at least one second axle R-A in the braking / traction system 2 of the vehicle 1, the second input information I2 may also include, for example, one or more of the following:

[0127] - The current temperature value T-M2 of the second electric motor M2;

[0128] - The current rotational speed V-M2 of the second electric motor M2;

[0129] - The current current value I-M2 of the second electric motor M2;

[0130] - The current efficiency or output value E-M2 of the second electric motor M2.

[0131] Returning generally to the present invention, the vehicle braking / traction control unit 6 is also configured to receive third input information I3, which represents a dissipative braking phase performed on the braking / traction system 2 of the vehicle 1 by the system 100 by means of at least one first dissipative braking torque actuation module 3.

[0132] The third input information I3 may include, for example, one or more of the following:

[0133] - The current hydraulic value PR-3 of at least one first dissipative braking torque actuation module 3;

[0134] - The current temperature value T-3 of at least one first dissipative braking torque actuation module 3.

[0135] The third input information I3 may be provided by various sensors distributed in the braking / traction system 2 of the vehicle 1 and / or by the vehicle control unit 5, and / or may be estimated by means of a corresponding algorithm for estimating such quantities.

[0136] In this regard, according to different embodiments, the algorithm for estimating such quantities may be deployed in the vehicle control unit 5 and / or in the electric motor control module and / or in the electronic control unit present in the dissipative braking torque actuation module employing B-b-W technology and / or in the vehicle braking / traction control unit 6.

[0137] Preferably, in the case of the third input information I3, such an algorithm for estimating such quantities may be deployed in the vehicle control unit 5 and / or in the electronic control unit present in the dissipative braking torque actuation module employing B-b-W technology.

[0138] Thus, the vehicle braking / traction control unit 6 is configured to receive the third input information I3 from the vehicle control unit 5 or from the electronic control unit present in the dissipative braking torque actuation module employing B-b-W technology according to any combination of the foregoing configurations.

[0139] According to a further embodiment, in which the braking / traction system 2 of the vehicle 1 has a plurality of dissipative braking torque actuation modules in addition to at least one first dissipative braking torque actuation module 3, the vehicle braking / traction control unit 6 is further configured to receive a third input information I3, which represents a regenerative braking or traction phase of the braking / traction system 2 of the vehicle 1 performed by the system 100 by means of each of such dissipative braking torque actuation modules in addition to at least one first dissipative braking torque actuation module 3 (for example, if present, a second dissipative braking torque actuation module 4, a further first dissipative braking torque actuation module 3' and a further second dissipative braking torque actuation module 4').

[0140] In an embodiment in which there is also a second actuation module 4 operatively connected to at least one second axle R-A in the braking / traction system 2 of the vehicle 1, the third input information I3 may further include, for example, one or more of the following:

[0141] - The current hydraulic value PR-4 of the second dissipative braking torque actuation module 4;

[0142] - The current temperature value T-4 of the second dissipative braking torque actuation module 4.

[0143] Returning generally to the present invention, the vehicle braking / traction control unit 6 is further configured to receive a fourth input information I4, which represents the operating condition of at least one first axle F-A or a vehicle corner connected to at least one first axle F-A.

[0144] The fourth input information I4 may include, for example, one or more of the following:

[0145] - The current temperature T-D of a brake disc (not shown in the figure), which is operatively connected to a wheel of at least one first axle F-A, wherein a dissipative braking torque is applied to the wheel by means of at least one first dissipative braking torque actuation module 3;

[0146] - The current rotational speed V-A of at least one first axle F-A or a vehicle corner connected to at least one first axle F-A (and thus the corner of the first wheel W-F1 and the second wheel W-F2).

[0147] The fourth input information I4 may be provided by various sensors distributed in the braking / traction system 2 of the vehicle 1 and / or estimated by means of a corresponding algorithm for estimating such quantities.

[0148] In this regard, according to different embodiments, such an algorithm for estimating such a quantity can be deployed in the vehicle control unit 5 and / or in the electric motor control module and / or in the electronic control unit present in the dissipative braking torque actuation module employing the B-b-W technology and / or in the vehicle braking / traction control unit 6.

[0149] Preferably, in the case of the fourth input information I4, such an algorithm for estimating such a quantity can be deployed in the vehicle control unit 5 and / or in the electronic control unit present in the dissipative braking torque actuation module employing the B-b-W technology.

[0150] Thus, the vehicle braking / traction control unit 6 is configured to receive the fourth input information I4 from the vehicle control unit 5 or the electronic control unit present in the dissipative braking torque actuation module employing the B-b-W technology according to any combination of the foregoing configurations.

[0151] According to a further embodiment, in which there are a plurality of axles in the vehicle 1 in addition to at least one first axle F-A, the vehicle braking / traction control unit 6 is further configured to receive the fourth input information I4, which represents each axle of the vehicle 1 or each vehicle corner of the axles connected to the vehicle 1 (e.g., if present, at least one second axle R-A).

[0152] According to a further embodiment, in which there is at least one second axle R-A in the vehicle 1 in addition to at least one first axle F-A, the vehicle braking / traction control unit 6 is further configured to receive the fourth input information I4, which represents the operating condition of at least one second axle R-A or the vehicle corner connected to at least one second axle R-A.

[0153] In an embodiment in which there is at least one second axle R-A in the vehicle 1, the fourth input information I4 may further include, for example, one or more of the following:

[0154] - The current temperature T-D' of a brake disc (not shown in the figure), which is operatively connected to the wheels of at least one second axle R-A, wherein a dissipative braking torque is applied to the wheels by at least one second dissipative braking torque actuation module 4;

[0155] - The current rotational speed V-A' of at least one second axle R-A or the vehicle corner connected to at least one second axle R-A (thus the vehicle corner of the additional first wheel W-R1 and the additional second wheel W-R2).

[0156] Returning generally to the present invention, the vehicle braking / traction control unit 6 is configured to determine a first regenerative braking torque target value or traction target value RG-1 (e.g., expressed in Nm) to be applied to the vehicle 1 by means of at least one first electric motor M1, based on a braking or traction target value TG to be applied to the vehicle 1, a first input information I1, a second input information I2, a third input information I3, and a fourth input information I4.

[0157] The vehicle braking / traction control unit 6 is further configured to determine a first dissipative braking torque target value FD-1 (e.g., expressed in Nm) or a first hydraulic target value FP-1 (e.g., expressed in bar) to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3, based on the braking or traction target value TG to be applied to the vehicle 1, the first input information I1, the second input information I2, the third input information I3, and the fourth input information I4.

[0158] It should be noted that examples of determining the first regenerative braking torque target value or traction target value RG-1 and determining the first dissipative braking torque target value FD-1 or the first hydraulic target value FP-1 will be described in the relevant Appendix 1 below with reference to Figure 9 be described.

[0159] It should be noted that the "first regenerative braking torque target value or traction target value to be applied to the vehicle" means the "first regenerative braking torque target value or traction target value to be applied to at least one first axle or at least one vehicle corner of at least one first axle".

[0160] Furthermore, it should be noted that the "first dissipative braking torque target value or first hydraulic target value to be applied to the vehicle" means the "first dissipative braking torque target value or first hydraulic target value to be applied to at least one first axle or at least one vehicle corner of at least one first axle".

[0161] It should be noted that, in one embodiment, in addition to at least one first axle F-A in the vehicle 1, there is at least one second axle R-A, and in addition to at least one first electric motor M1 operably connected to at least one first axle F-A, there is at least one second electric motor M2 operably connected to at least one second axle R-A. The vehicle braking / traction control unit 6 is configured to determine, based on the braking or traction target value TG applied to the vehicle 1, the first input information I1, the second input information I2, the third input information I3, and the fourth input information I4, a first regenerative braking torque target value or traction target value RG-1 to be applied to the vehicle 1, at least one first axle F-A, or a vehicle corner connected to at least one first axle F-A by means of at least one first electric motor M1, and a second regenerative braking torque target value or traction target value RG-2 to be applied to the vehicle 1, at least one second axle R-A, or a vehicle corner connected to at least one second axle R-A by means of at least one second electric motor M2. The second input information I2 represents a regenerative braking or traction phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of at least one first electric motor M1. The second input information I2 represents a regenerative braking or traction phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of at least one second electric motor M2. The third input information I3 represents a dissipative braking phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of the first dissipative braking torque actuation module 3. The third input information I3 represents a dissipative braking phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of the second dissipative braking torque actuation module 4. The fourth input information I4 represents the operating condition of at least one first axle F-A or a vehicle corner connected to at least one first axle F-A, and the fourth input information I4 represents the operating condition of at least one second axle R-A or a vehicle corner connected to at least one second axle R-A.

[0162] Furthermore, in this embodiment, the vehicle brake / traction control unit 6 is configured to determine a first dissipated braking torque target value FD-1 or a first hydraulic target value FP-1 to be applied to the vehicle 1 by means of the first dissipated braking torque actuation module 3 and a second dissipated braking torque target value FD-2 or a second hydraulic target value FP-2 to be applied to the vehicle 1 by means of the second dissipated braking torque actuation module 4, based on a braking or traction target value TG to be applied to the vehicle 1, a first input information I1, a second input information I2, a third input information I3, and a fourth input information I4. The second input information I2 represents a regenerative braking or traction phase performed by the system 100 on the brake / traction system 2 of the vehicle 1 by means of at least one first electric motor M1. The second input information I2 represents a regenerative braking or traction phase performed by the system 100 on the brake / traction system 2 of the vehicle 1 by means of at least one second electric motor M2. The third input information I3 represents a dissipated braking phase performed by the system 100 on the brake / traction system 2 of the vehicle 1 by means of the first dissipated braking torque actuation module 3. The third input information I3 represents a dissipated braking phase performed by the system 100 on the brake / traction system 2 of the vehicle 1 by means of the second dissipated braking torque actuation module 4. The fourth input information I4 represents the operating condition of at least one first axle F-A or a vehicle corner connected to at least one first axle F-A. And the fourth input information I4 represents the operating condition of at least one second axle R-A or a vehicle corner connected to at least one second axle R-A.

[0163] It should be noted that the embodiment just described also applies to a "two-wheeled" vehicle, i.e., a vehicle in which a first wheel (front wheel) is connected to at least one first axle F-A (front axle) and a second wheel (rear wheel) is connected to at least one second axle R-A (rear axle). It should be noted that, from a structural perspective, in the case of a two-wheeled vehicle, the braking system 2 of the vehicle 1 has a first brake pump connected to the front axle of the vehicle and a second brake pump connected to the rear axle of the vehicle.

[0164] In an embodiment, the braking or traction target value TG to be applied to the vehicle 1 received from the vehicle control unit 5 is a single braking or traction target value to be applied to the axle and / or vehicle corner.

[0165] In an embodiment, as an alternative to the previous embodiment, the braking or traction target value TG to be applied to the vehicle 1 received from the vehicle control unit 5 is an overall braking or traction target value to be applied to the vehicle 1.

[0166] In this embodiment, the vehicle braking / traction control unit 6 is configured to determine corresponding regenerative braking torque target values or traction target values RG-1 to be applied to each axle and / or each vehicle corner and corresponding dissipative braking torque target values FD-1 or corresponding hydraulic target values FP-1, based on the overall braking or traction target value received to be applied to the vehicle 1.

[0167] In an embodiment, in combination with the previous embodiment, the vehicle braking / traction control unit 6 includes a braking balance sub-module 6' ( Figure 3 as shown by the dashed line therein), and the braking balance sub-module 6' is configured to: determine corresponding regenerative braking torque target values or traction target values RG-1 to be applied to each axle and / or each corner of the vehicle and corresponding dissipative braking torque target values FD-1 or corresponding hydraulic target values FP-1, based on the overall braking or traction target value received to be applied to the vehicle 1.

[0168] It should be noted that an example of the braking balance performed by the braking balance sub-module 6' is described in the relevant Appendix 2 below.

[0169] According to an embodiment, in combination with any one of the previous embodiments and as Figure 4 shown, the vehicle braking / traction control unit 6 is further configured to receive at least one piece of information C-O representing the operating condition of the vehicle 1.

[0170] "Information representing the operating condition of the vehicle" means a set of one or more operating parameters of the vehicle 1, such as speed, acceleration, and / or deceleration, etc.

[0171] In this regard, at least one piece of information C-O representing the operating condition of the vehicle 1 may include, for example, one or more of the following:

[0172] - The current speed of the vehicle 1;

[0173] - The current acceleration of the vehicle 1;

[0174] - The current deceleration of the vehicle 1;

[0175] - The grip of the vehicle 1 on the road surface.

[0176] At least one piece of information C-O representing the operating condition of the vehicle 1 may be provided by one or more sensors distributed in the vehicle 1 and / or determined by the vehicle control unit 5.

[0177] In this embodiment, the vehicle braking / traction control unit 6 is configured to further determine a first regenerative braking torque target value or traction target value RG-1 to be applied to the vehicle 1 by means of at least one first electric motor M1, based on at least one piece of information C-O representing the operating condition of the vehicle 1.

[0178] In this embodiment, the vehicle braking / traction control unit 6 is also configured to determine, based on at least one piece of information CO representing the operating condition of the vehicle 1, a first dissipative braking torque target value FD-1 or a first hydraulic target value FP-1 to be applied to the vehicle 1 with the aid of at least one first dissipative braking torque actuator module 3.

[0179] In an embodiment, in combination with the previous embodiment, the vehicle braking / traction control unit 6 is configured to: store one by one at least one piece of information CO previously received indicating the operating status of the vehicle 1; and compare the received at least one piece of information CO indicating the operating status of the vehicle 1 with the previously stored information CO indicating the operating status of the vehicle 1 to identify the most similar information CO, and thereby improve the performance of the system 100 based on the measures previously taken.

[0180] According to the embodiment, in combination with any of the embodiments described above, reference is now also made to Figure 5 and Figure 6 The vehicle braking / traction control unit 6 includes a first monitoring module 9 which is configured to switch the system 100 to a safe state if an abnormality is detected in the system 100 .

[0181] "Abnormality" of the system 100 means that the difference between the following two exceeds a set reference threshold: one is the braking or traction target value TG to be applied to the vehicle 1 received from the vehicle braking / traction control unit 6; the other is the sum of the regenerative braking torque estimation value or traction estimation value RGE-1 applied to the vehicle 1 by at least one first electric motor M1 and the dissipated braking torque estimation value FDE-1 applied to the vehicle 1 by means of at least one first dissipated braking torque actuator module 3.

[0182] For more details, see in particular Figure 6 In order to switch the system 100 to a safe state, the first monitoring module 9 includes a first regenerative braking torque estimation submodule or a traction estimation submodule 10, which is configured to estimate a regenerative braking torque estimation value or a traction estimation value RGE-1 applied to the vehicle 1 by means of at least one first electric motor M1 based on second input information I2 and a corresponding motor friction map. The second input information I2 represents a regenerative braking or traction phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of the at least one electric motor M1.

[0183] Furthermore, the first monitoring module 9 includes a second dissipative braking torque estimation sub-module 11, which is configured to estimate an estimated value FDE-1 of the dissipative braking torque applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3 based on a third input information I3, a fourth input information I4, and a pad / brake friction map MP-F. The third input information I3 represents a dissipative braking phase of the braking / traction system 2 of the vehicle 1 performed by the system 100 by means of at least one first dissipative braking torque actuation module 3, and the fourth input information I4 represents the operating condition of at least one first axle F-A or a vehicle corner connected to at least one first axle F-A.

[0184] The first monitoring module 9 further includes a third comparison sub-module 12, which is configured to compare the difference between the following two values with a set reference threshold: one is the braking or traction target value TG to be applied to the vehicle 1 received from the vehicle braking / traction control unit 6; the other is the sum of the estimated value of the regenerative braking torque or traction estimate value RGE-1 applied to the vehicle 1 by means of at least one first electric motor M1 and the estimated value of the dissipative braking torque FDE-1 applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3.

[0185] In the case where such a difference is greater than the set reference threshold, the first monitoring module 9 is configured to disable at least one first electric motor M1 and at least one first dissipative braking torque actuation module 3 by respectively sending a first disabling signal DS-1 to at least one first electric motor M1 and a second disabling signal DS-2 to at least one first dissipative braking torque actuation module 3.

[0186] It should be noted that an example of the monitoring performed by the first monitoring module 9 is described in the following related appendix 3 with reference to Figure 10 as follows.

[0187] According to an embodiment, in combination with any one of the foregoing embodiments, with reference again to Figure 5 , Figure 7a and Figure 7b , the vehicle braking / traction control unit 6 includes a second control module 13, which is configured to: determine, by means of an appropriate algorithm AG, a regenerative braking torque value or traction value RG-1 to be applied to the vehicle 1 by means of at least one first electric motor M1 and a dissipative braking torque value FD-1 ( Figure 7a ) or a hydraulic value FP-1 ( Figure 7b ) to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3.

[0188] According to an embodiment, in combination with the previous embodiment and asFigure 7a and Figure 7b As shown, the second control module 13 is configured to: based on the second input information I2, adopt the corresponding motor friction map MP-M to determine the maximum regenerative braking torque value or traction value MX-R and the minimum regenerative braking torque value or traction value MN-R, where the second input information I2 represents the regenerative braking or traction phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of at least one first electric motor M1.

[0189] According to an embodiment, in combination with any of the foregoing embodiments provided with the second control module 13 and as Figure 7b shown, the second control module 13 further includes a friction map inverse module 14, which is configured to: based on the first dissipative braking torque target value FD-1 to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3 and the fourth input information I4, adopt the corresponding pad / brake friction map MP-F to determine the hydraulic value FP-1 to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3, where the fourth input information I4 represents the operating condition of at least one first axle F-A or the vehicle corner connected to at least one first axle F-A.

[0190] It should be noted that an example of determining the hydraulic value FP-1 to be applied to the vehicle 1 performed by the friction map inverse module 14 is described in Appendix 4 below.

[0191] Now referring to the foregoing drawings and Figure 8 the block diagram in, a method 800 for controlling the braking / traction of an electric or hybrid vehicle according to the present invention is described, which is also only referred to as a control method or simply as a method hereinafter.

[0192] It should be noted that the components and information mentioned in the method description below have been described above with reference to the system 100, and therefore will not be repeated for the sake of brevity.

[0193] The method 800 includes a symbolic step of starting ST.

[0194] The method 800 includes a step 801 of receiving a braking or traction request RF by the vehicle control unit 5.

[0195] The method 800 further includes a step 802: the vehicle control unit 5 determines a braking or traction target value TG to be applied to the vehicle 1 based on the braking or traction request RF.

[0196] Method 800 further includes the following steps: receiving 803, by a vehicle brake / traction control unit 6 operably connected to the vehicle control unit 5, a brake or traction target value TG to be applied to the vehicle 1 determined by the vehicle control unit 5 based on the brake or traction request RF.

[0197] Method 800 further includes the following steps: receiving 804, by the vehicle brake / traction control unit 6, a first input information I1, which represents a battery pack 8 operably connected to the vehicle brake / traction control unit 6.

[0198] The first input information I1 representing the battery pack 8 is described and defined above.

[0199] The battery pack 8 is configured to store electric power during a braking phase of the vehicle 1 to supply the stored electric power to at least one first electric motor M1 of the brake / traction system 2 of the vehicle 1 during a traction phase of the vehicle 1, and the at least one first electric motor M1 is operably connected to at least one first axle F-A of the vehicle 1.

[0200] The vehicle brake / traction control unit 6 is operably connected to at least one first electric motor M1.

[0201] The vehicle brake / traction control unit 6 is configured to control at least one first electric motor M1.

[0202] Method 800 further includes the following steps: receiving 805, by the vehicle brake / traction control unit 6, a second input information I2, which represents a regenerative braking or traction phase of the brake / traction system 2 of the vehicle 1 performed by the system 100 by means of at least one first electric motor M1.

[0203] Such second input information I2 is described and defined above.

[0204] Method 800 further includes the following steps: receiving 806, by the vehicle brake / traction control unit 6, a third input information I3, which represents a regenerative braking or traction phase of the brake / traction system 2 of the vehicle 1 performed by the system 100 by means of at least one first dissipative braking torque actuation module 3 of the brake / traction system 2 of the vehicle 1.

[0205] The third input information I3 is described and defined above.

[0206] The vehicle brake / traction control unit 6 is operably connected to at least one first dissipative braking torque actuation module 3.

[0207] The vehicle brake / traction control unit 6 is configured to control at least one first dissipative braking torque actuation module 3.

[0208] The method 800 further comprises the following steps: receiving 807, by the vehicle brake / traction control unit 6, a fourth input information I4, which represents the operating condition of at least one first axle F-A or a vehicle corner connected to at least one first axle F-A.

[0209] The fourth input information I4 has been described and defined above.

[0210] The method 800 further comprises the following steps: determining 808, by the vehicle brake / traction control unit 6, a first regenerative braking torque target value or a traction target value RG-1 to be applied to the vehicle 1 by means of at least one first electric motor M1, based on a braking or traction target value TG to be applied to the vehicle 1, a first input information I1, a second input information I2, a third input information I3 and a fourth input information I4.

[0211] Furthermore, the method 800 further comprises the following steps: determining 809, by the vehicle brake / traction control unit 6, a first dissipative braking torque target value FD-1 or a first hydraulic target value FP-1 to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3, based on a braking or traction target value TG to be applied to the vehicle 1, a first input information I1, a second input information I2, a third input information I3 and a fourth input information I4.

[0212] The definitions of "the first regenerative braking torque target value or the traction target value applied to the vehicle" and "the first dissipative braking torque target value or the first hydraulic target value applied to the vehicle" are given above.

[0213] In an embodiment, the braking or traction target value TG to be applied to the vehicle 1 received from the vehicle control unit 5 is a single braking or traction target value to be applied to an axle and / or a vehicle corner.

[0214] In an embodiment, as an alternative to the previous embodiment, the braking or traction target value TG to be applied to the vehicle 1 received from the vehicle control unit 5 is an overall braking or traction target value to be applied to the vehicle 1.

[0215] In this embodiment, as Figure 8 shown by the dashed line in, the method 800 comprises the following steps: determining 810, by the vehicle brake / traction control unit 6, corresponding regenerative braking torque target values or traction target values to be applied to each axle and / or each vehicle corner, and corresponding dissipative braking torque target values FD-1 or corresponding hydraulic target values FP-1, based on the received overall braking or traction target value to be applied to the vehicle 1.

[0216] In an embodiment, in combination with the previous embodiment and as Figure 8As shown by the dashed lines in, the steps of determining 810 the corresponding regenerative braking torque target value or traction target value applied to each axle and / or each vehicle corner and the corresponding dissipative braking torque target value FD-1 or the corresponding hydraulic target value FP-1 include the following steps: The braking balance sub-module 6' of the vehicle braking / traction control unit 6 (such as Figure 3 as shown by the dashed lines in) determines 811 the corresponding regenerative braking torque target value or traction target value RG-1 and the corresponding dissipative braking torque target value FD-1 or the corresponding hydraulic target value FP-1 to be applied to each axle and / or each vehicle corner based on the overall braking or traction target value received to be applied to the vehicle 1.

[0217] According to an embodiment, in combination with any of the foregoing embodiments and as Figure 8 shown by the dashed lines in, the method 800 further includes the following steps: The vehicle braking / traction control unit 6 receives 812 at least one piece of information C-O representing the operating condition of the vehicle 1.

[0218] At least one piece of information C-O representing the operating condition of the vehicle is defined above.

[0219] In this embodiment, the first regenerative braking torque target value or traction target value RG-1 to be applied to the vehicle 1 by means of at least one first electric motor M1 is also determined by the vehicle braking / traction control unit 6 based on at least one piece of information C-O representing the operating condition of the vehicle 1.

[0220] In this embodiment, the first dissipative braking torque target value FD-1 or the first hydraulic target value FP-1 to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3 is also determined by the vehicle braking / traction control unit 6 based on at least one piece of information C-O representing the operating condition of the vehicle 1.

[0221] According to an embodiment, in combination with the previous embodiment and as Figure 8 shown by the dashed lines in, the method 800 further includes the following steps:

[0222] - The vehicle braking / traction control unit 6 stores 813 one by one the at least one piece of information C-O representing the operating condition of the vehicle 1 received previously;

[0223] - The vehicle braking / traction control unit 6 compares 814 the at least one piece of information C-O representing the operating condition of the vehicle 1 received with the information C-O representing the operating condition of the vehicle 1 stored previously to identify the most similar information, and thereby improves the performance of the method 800 based on the previous measures taken.

[0224] According to an embodiment, in combination with any of the foregoing embodiments, as Figure 8As shown by the dashed line in the figure, method 800 includes the following steps: In the case of detecting an abnormality in system 100 for controlling the braking / traction of electric or hybrid vehicle 1, the first monitoring module 9 of vehicle braking / traction control unit 6 switches 815 system 100 to a safe state.

[0225] The definition of "abnormality" has been given above.

[0226] More specifically, the step of switching 815 system 100 to a safe state includes the following steps: The first regenerative braking torque estimation sub-module or traction estimation sub-module 10 of the first monitoring module 9 estimates 816 the estimated value of regenerative braking torque or traction RGE-1 applied to vehicle 1 by means of at least one first electric motor M1 based on the second input information I2 and the corresponding motor friction map, where the second input information I2 represents the regenerative braking or traction phase performed by system 100 on the braking / traction system 2 of vehicle 1 by means of at least one electric motor M1.

[0227] In addition, in this embodiment, the step 815 of switching system 100 to a safe state includes the following steps: The second dissipative braking torque estimation sub-module 11 of the first monitoring module 9 estimates 817 the estimated value of dissipative braking torque FDE-1 applied to vehicle 1 by means of at least one first dissipative braking torque actuation module 3 based on the third input information I3, the fourth input information I4, and the pad / brake friction map MP-F. The third input information I3 represents the dissipative braking phase performed by system 100 on the braking / traction system 2 of vehicle 1 by means of at least one first dissipative braking torque actuation module 3, and the fourth input information I4 represents the operating condition of at least one first axle F-A or the vehicle corner connected to at least one first axle F-A.

[0228] In addition, in this embodiment, the step 815 of switching system 100 to a safe state includes the following steps: The third comparison sub-module 12 of the first monitoring module 9 compares 818 the difference between the following two values with a set reference threshold: One is the braking or traction target value TG to be applied to vehicle 1 received from vehicle braking / traction control unit 6; the other is the sum of the estimated value of regenerative braking torque or traction RGE-1 applied to vehicle 1 by at least one first electric motor M1 and the estimated value of dissipative braking torque FDE-1 applied to vehicle 1 by at least one first dissipative braking torque actuation module 3.

[0229] In addition, in this embodiment, step 815 of switching the system 100 to the safe state includes the following steps: in the case where such a difference is greater than a set reference threshold, at least one first monitoring module 9 disables 819 both at least one first electric motor M1 and at least one first dissipative braking torque actuation module 3 by respectively sending a first disabling signal DS-1 to at least one first electric motor M1 and a second disabling signal DS-2 to at least one first dissipative braking torque actuation module 3.

[0230] According to an embodiment, in combination with any one of the foregoing embodiments, the second control module 13 of the vehicle braking / traction control unit 6 performs the step of determining 808 the target value of the first regenerative braking torque or the traction target value RG-1 to be applied to the vehicle 1 by means of at least one first electric motor M1 and the step of determining 809 the value of the first dissipative braking torque FD-1 or the hydraulic value FP-1 to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3 by means of an appropriate algorithm AG.

[0231] In an embodiment, as Figure 8 shown by the dashed line in, in combination with any one of the foregoing embodiments, and after the step of receiving 805 the second input information I2 indicating the regenerative braking or traction phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of at least one first electric motor M1, the step of determining 808 the target value of the first regenerative braking torque or the traction target value RG-1 to be applied to the vehicle 1 by means of at least one first electric motor M1 includes the following steps: the second control module 13 determines 820 the maximum regenerative braking torque value or traction value MX-R and the minimum regenerative braking torque value or traction value MN-R based on the second input information I2 indicating the regenerative braking or traction phase performed by the system 100 on the braking / traction system 2 of the vehicle 1 by means of at least one first electric motor M1 and by using the corresponding motor friction map MP-M.

[0232] In an embodiment, in combination with any one of the foregoing embodiments provided with the second control module 13 and as Figure 8 shown by the dashed line in, the method 800 includes the following steps: the friction map inverse sub-module 14 of the second control module 13 determines 821 the hydraulic value FP-1 to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3 based on the target value of the first dissipative braking torque FD-1 to be applied to the vehicle 1 by means of at least one first dissipative braking torque actuation module 3 and the fourth input information I4, where the fourth input information I4 indicates the operating condition of at least one first axle F-A or the vehicle corner connected to at least one first axle F-A, by using the corresponding pad / brake friction map MP-F.

[0233] An operating example of a system 100 for controlling braking / traction of an electric or hybrid vehicle will now be described with reference to the most general embodiment shown in FIG. 1, wherein the vehicle 1 includes at least one first axle F-A, and the braking / traction system 2 of the vehicle 1 includes at least one first electric motor M1 and at least one first dissipative braking torque actuating module 3. The at least one first electric motor M1 is operably connected to at least one first axle F-A, and the at least one first dissipative braking torque actuating module 3 is operably connected to at least one first axle F-A.

[0234] The vehicle control unit 5 receives a braking or traction request RF from the driver P1 and determines a braking or traction target value TG to be applied to the vehicle 1 based on the braking or traction request RF.

[0235] The vehicle braking / traction control unit 6 operably connected to the vehicle control unit 5 receives the braking or traction target value TG to be applied to the vehicle 1 determined by the vehicle control unit 5 based on the braking or traction request RF.

[0236] The vehicle braking / traction control unit 6 receives a first input information I1, which represents a battery pack 8 operably connected to the vehicle braking / traction control unit 6.

[0237] The first input information I1 representing the battery pack 8 has been described and defined above.

[0238] The battery pack 8 is configured to store electric power during the braking phase of the vehicle 1 and supply the stored electric power to at least one first electric motor M1 of the braking / traction system 2 of the vehicle 1 during the traction phase of the vehicle 1. The at least one first electric motor M1 is operably connected to at least one first axle F-A of the vehicle 1.

[0239] The vehicle braking / traction control unit 6 is operably connected to at least one first electric motor M1 and is configured to control the at least one first electric motor M1.

[0240] The vehicle braking / traction control unit 6 receives a second input information I2, which represents a regenerative braking or traction phase of the braking / traction system 2 of the vehicle 1 performed by the system 100 by means of at least one first electric motor M1.

[0241] The second input information I2 has been described and defined above.

[0242] The vehicle braking / traction control unit 6 receives a third input information I3, which represents a dissipative braking phase performed on the braking / traction system 2 of the vehicle 1 by the system 100 by means of at least one first dissipative braking torque actuation module 3 of the braking / traction system 2 of the vehicle 1.

[0243] The third input information I3 has been described and defined above.

[0244] The vehicle braking / traction control unit 6 is operably connected to at least one first dissipative braking torque actuation module 3, and the vehicle braking / traction control unit 6 is configured to control at least one first dissipative braking torque actuation module 3.

[0245] The vehicle braking / traction control unit 6 receives a fourth input information I4, which represents the operating condition of at least one first axle F-A.

[0246] The fourth input information I4 has been described and defined above.

[0247] Based on the braking or traction target value TG to be applied to the vehicle 1, the first input information I1, the second input information I2, the third input information I3, and the fourth input information I4, the vehicle braking / traction control unit 6 determines a first regenerative braking torque target value or traction target value RG-1 to be applied to the vehicle 1 (applied to at least one first axle F-A) by means of at least one first electric motor M1.

[0248] In addition, based on the braking or traction target value TG to be applied to the vehicle 1, the first input information I1, the second input information I2, the third input information I3, and the fourth input information I4, the vehicle braking / traction control unit 6 determines a first dissipative braking torque target value FD-1 to be applied to the vehicle 1 (applied to at least one first axle F-A) by means of at least one first dissipative braking torque actuation module 3.

[0249] It can be understood that the object of the present invention has been fully achieved.

[0250] In fact, from a performance perspective, the system and method of the present invention allow for the improvement of an architecture in which the vehicle control unit (VCU) is the only unit suitable for performing operations including braking / traction control operations of electric or hybrid vehicles.

[0251] In fact, in the system and method of the present invention, the vehicle control unit (VCU) is relieved of a number of operations, and the number of operations is entrusted to the vehicle braking / traction control unit.

[0252] In addition to reducing the implementation and computational burden of the vehicle control unit (VCU), another advantage is to provide an integrated motor and brake module developed by a single manufacturer, allowing the implementation and management of the pad / brake friction map and motor friction map of the two systems in a coordinated manner for generating regenerative braking torque or traction and dissipative braking torque respectively, thereby improving system efficiency and performance and enabling finer control of energy recovery and torque transfer.

[0253] The system and method according to the present invention generally consider all components of the braking / traction system and the vehicle (i.e., actuators and battery packs) in only one step, thereby achieving an improvement in performance.

[0254] Furthermore, in the event of a failure (if possible), the normal operation of the braking and power systems can be monitored by switching to a safe mode.

[0255] Optionally, the vehicle state history can be utilized to improve its performance.

[0256] Optionally, a braking balance function can also be integrated.

[0257] In short, the system and method of the present invention allow for the perfect integration of the electric motor and friction braking.

[0258] The method manages the electrical (positive and negative) and friction (negative) braking torques of at least one axle or vehicle corner.

[0259] The system and method of the present invention:

[0260] - Receive the target braking torque value of the axle / vehicle corner from the vehicle control unit (VCU), and then be able to determine the regenerative braking torque and dissipative braking torque target values based on battery information, braking information, and motor information;

[0261] - Optimize braking and regenerative performance;

[0262] - Manage traction control by the VCU according to the torque target value;

[0263] - Have an overall hybrid strategy;

[0264] - Reduce the workload of the vehicle control unit (VCU);

[0265] - Allow for reducing the time / money / fatigue of the team (reduce design and development, reduce coding, reduce testing);

[0266] - Control the brakes and the motor;

[0267] - Optionally, use the vehicle state to improve its performance.

[0268] Those skilled in the art can modify and adjust the embodiments of the systems and methods described above, or replace elements with other functionally equivalent elements without departing from the scope of the appended claims to meet possible requirements. Each of the features described above belongs to a possible embodiment, and the possible embodiment can be implemented independently of the other embodiments described.

[0269] Appendix 1

[0270] Examples of determining the first regenerative braking torque target value or traction force target value RG-1 and determining the first dissipative braking torque target value FD-1 or the first hydraulic target value FP-1

[0271] Generally speaking:

[0272] Step 1:

[0273] Using the electric motor speed (ω m ), calculate T m MAX and T m MIN , that is, RG-1.

[0274] The motor friction map MP-M, T = f(ω m ) is used to calculate the maximum / minimum torque values of the electric motor, as shown in, for example, Figure 9 .

[0275] Given the electric motor speed, obtain the corresponding maximum / minimum torque values.

[0276] Step 2:

[0277] The algorithm AG deployed in the vehicle braking / traction control unit 6 (for example, in the second control module 13) receives the necessary information (motor, battery, brakes) as input, and then receives the first input information I1, the second input information I2, the third input information I3, and the fourth input information I4, and solves the real-time optimization problem to distribute various torques between the axles / corners of the vehicle 1 and between the brakes / electric motors of the braking system 2 of the vehicle 1.

[0278] These constraints are used to ensure that the torque requests from the driver / brake balance module are complied with.

[0279] The latter equation then ensures that the regenerative power does not exceed the capacity that the battery can withstand.

[0280] The cost function is an important part of the algorithm AG.

[0281] By changing the weights of the coefficients α and β, different strategies can be implemented.

[0282] For example, it can be determined to use more or fewer brakes / electric motors to achieve a given desired temperature.

[0283]

[0284] T m AG FL +T b AG FL =T 目标AG FL

[0285] T m AG FR +T b AG FR =T 目标AG FR

[0286] T m AG RL +T b AG RL =T 目标AG RL

[0287] T m AG RR +T b AG RR =T 目标AG RR

[0288] T m最小FL ≤T m AG FL ≤T m最大FL

[0289] T m最小FR ≤T m AG FR ≤T m最大FR

[0290] T m最小RL ≤T m AG RL ≤T m最大RL

[0291] T m最小RR ≤T m AG RR ≤T m最大RR

[0292] -inf≤T b AG FL ≤0

[0293] -inf≤T b AG FR ≤0

[0294] -inf≤T b AG RL ≤0

[0295] -inf≤T b AG RR ≤0

[0296] |ω m FL T m AG FL |+|ω m FR T m AG FR |+|ω m RL T m AG RL |+|ω m RR T m AG RR |≤P 电池最大

[0297] Wherein:

[0298] FL: Left front axle / corner;

[0299] FR: Right front axle / corner;

[0300] RL: Left rear axle / corner;

[0301] FR: Right rear axle / corner;

[0302] T m AG x : Regenerative braking torque target (RG);

[0303] T b AG x : Dissipative braking torque target (FD);

[0304] T 目标AG x : Braking or traction target (TG) to be applied to the vehicle;

[0305] P 电池MAX : Maximum deliverable / regenerable battery power (I1, P-8);

[0306] T m最小x : Minimum regenerative braking torque or traction value (MN-R);

[0307] T m最大x : Maximum regenerative braking torque or traction value (MX-R);

[0308] ω mx : Motor speed (V-M1, V-M2);

[0309] α x , β x : Optimization problem weights.

[0310] Weight α x and β x are functions of brake temperature, electric motor temperature, etc.

[0311] For example, using α x and β x , if the brake temperature is cold, it may be beneficial to use braking; if the brake temperature is too high, braking can be penalized, etc.

[0312] Specific example

[0313] Layout: There is an electric motor on the front axle, an electric motor on the rear axle, a B-b-W technology actuator on the front axle, and a B-b-W technology actuator on the rear axle.

[0314] Data: Transmission ratio k = 10, electric motor characteristics are as Figure 9As shown, the wheel radius R = 0.375 [m].

[0315] Input: Front axle target torque (T 目标F ), rear axle target torque (T 目标R ), front / rear axle speed (ω F，R ), front / rear axle electric motor speed (ω mF，R ), maximum battery power (P 电池MAX ).

[0316] Note that for simplicity, except for the transmission ratio, both the front / rear axle speed and the front / rear axle electric motor speed are assumed to be equal, and both the front / rear axle speed and the front / rear axle electric motor speed are calculated based on the vehicle speed.

[0317] Input:

[0318] v = 150 [km / h];

[0319] T 目标F = -5000 [Nm];

[0320] T 目标R = -3000 [Nm];

[0321] P 电池MAX = 20 [kW].

[0322] From the vehicle speed, through the wheel radius and the transmission ratio, the motor speed can be traced back, and the maximum torque and the minimum torque can be obtained using the motor friction diagram MP-M( Figure 9 ).

[0323] Algorithm AG solves the following optimization problem.

[0324] The output of this algorithm is the torque value T AG , that is, the commands for two electric motors and two B-b-W technology actuators.

[0325]

[0326] T m AG F + T b AG F = T 目标F

[0327] T m AG R + T b AG R = T 目标R

[0328] T m最小F ≤ T m AG F ≤ T m最大F

[0329] T m最小R ≤ T m AG R ≤ Tm最大R

[0330] -inf ≤ T b AG F ≤ 0

[0331] -inf ≤ T b AG R ≤ 0

[0332] |ω m F T m AG F | + |ω m R T m AG R | ≤ P 电池最大

[0333] Using the values shown above, the optimization problem to be solved becomes, where α = 0 and β = 1:

[0334]

[0335] T m AG F + T b AG F = -5000 Nm

[0336] T m AG R + T b AG R = -3000 Nm

[0337] -1666 Nm ≤ T m AG F ≤ 1666 Nm

[0338] -2632 Nm ≤ T m AG R ≤ 2632 Nm

[0339] -inf ≤ T b AG F ≤ 0

[0340] -inf ≤ T b AG R ≤ 0

[0341] |111 rad / s T m AG F | + |111 rad / s T m.AG R | ≤ 20 000 W

[0342] As a solution to the above optimization problem, the output of algorithm AG is as follows:

[0343] The front part of the distributed torque T on the electric motor m AG F : -180.00 [Nm]

[0344] The front part of the distributed torque T on the brake b AG F : -4820.00 [Nm]

[0345] The rear part of the distributed torque T on the electric motor m AG R : -180.00 [Nm]

[0346] Rear distributed torque T on the brake b AG R : -4820.00 [Nm].

[0347] For example, if the battery power value (600 kW) is changed, the following values are obtained as output (the limitation is no longer the battery but the electric motor):

[0348] Front distributed torque T on the electric motor m AG F : -1666.82 [Nm]

[0349] Front distributed torque T on the brake b AG F : -3333.18 [Nm]

[0350] Rear distributed torque T on the electric motor m AG R : -2632.61 [Nm]

[0351] Rear distributed torque T on the brake b AG R : -367.39 [Nm].

[0352] Appendix 2

[0353] Example of brake balance performed by the brake balance sub-module 6'

[0354] The brake balance sub-module 6' is responsible for distributing the received total vehicle deceleration / acceleration request from the driver into the target values of the front and rear torques.

[0355] In this regard, the brake balance sub-module 6' directly receives the total target torque or target deceleration / acceleration.

[0356] In the first case, the brake balance sub-module 6' uses vehicle data (weight, wheel radius) to convert the torque request into deceleration / acceleration. The brake balance sub-module 6' utilizes the target deceleration / acceleration and vehicle data to calculate the optimal torque distribution between the front and the rear.

[0357] The formula given below takes into account the load transfer. The advanced form of the brake balance sub-module 6' can use the grip estimation value provided by the vehicle control unit 5 (VCU).

[0358] Input: T 目标车辆 (or α x目标 )

[0359] Output: T 目标F , T 目标R

[0360] α x目标 = T 目标车辆 / (R m)

[0361] T目标F =(l r / L mg - h cg / L mα x目标 )·R

[0362] T 目标R =(l f / L mg + h cg / L mα x目标 )·R

[0363] Where:

[0364] R: Wheel radius;

[0365] m: Vehicle weight;

[0366] L: Wheelbase;

[0367] l r : Distance from the center of gravity to the rear axle;

[0368] l f : Distance from the center of gravity to the front axle;

[0369] h cg : Height of the center of gravity.

[0370] Appendix 3

[0371] Monitoring example executed by the first monitoring module 9

[0372] Step 1

[0373] Estimate the motor torque using the corresponding motor friction map. The motor friction map can be described, for example, by the following formula:

[0374] T est马达 =k m I m

[0375] Where

[0376] k m is the torque constant of the motor;

[0377] I m is the measured current.

[0378] Step 2

[0379] Calculate the braking torque using the pad / brake friction map MP - F (as Figure 10 shown)

[0380] T est制动 =μ(PV, Temperature)k imp P 制动

[0381] Among them

[0382] k imp : Characteristic constant of the braking system 2 of vehicle 1;

[0383] PV: Product of hydraulic pressure (unit: bar) and disc speed (unit: rad / s);

[0384] P 制动 : Braking pressure (unit: bar);

[0385] μ: Is the pad / brake friction diagram MP-F;

[0386] Temperature: Braking disc temperature (unit: °C).

[0387] Step 3

[0388] Comparison of the target pair and the estimated pair

[0389] T err = |T 目标 - T est马达 - T est制动 |

[0390] If the error is greater than the set threshold, the vehicle corner / axle is deactivated.

[0391] Appendix 4

[0392] Example of determining the hydraulic value FP-1 to be applied to vehicle 1 executed by the friction diagram inverse sub-module 14

[0393] After the friction diagram inversion algorithm receives the target torque (T 目标 ) and braking system data (temperature, speed, etc.), for example, by using methods known such as the bisection method or Newton's method, by finding the function f(P est ) = T 目标 - μ(PV, Temperature)k imp P est to calculate the target pressure value (P est ).

Claims

1. A system (100) for controlling the braking / traction of an electric or hybrid vehicle (1), said system (100) comprising: - A vehicle control unit (5), said vehicle control unit (5) being configured to receive a braking or traction request (RF), said vehicle control unit (5) being configured to determine a braking or traction target value (TG) to be applied to the vehicle (1) based on said braking or traction request (RF); - A vehicle braking / traction control unit (6), said vehicle braking / traction control unit (6) being operably connected to said vehicle control unit (5), said vehicle braking / traction control unit (6) being configured to be operably connected to at least one first electric motor (M1) of the braking / traction system (2) of the vehicle (1), said at least one first electric motor (M1) being operably connected to at least one first axle (F-A) of the vehicle (1), said vehicle braking / traction control unit (6) being configured to control said at least one first electric motor (M1), said vehicle braking / traction control unit (6) being configured to be operably connected to at least one first dissipative braking torque actuation module (3) of the braking / traction system (2) of the vehicle (1), said at least one first dissipative braking torque actuation module (3) being configured to be operably connected to said at least one first axle (F-A), said vehicle braking / traction control unit (6) being configured to control said at least one first dissipative braking torque actuation module (3); - A battery pack (8), said battery pack (8) being operably connected to said vehicle braking / traction control unit (6), said battery pack (8) being configured to: store electric power during the braking phase of the vehicle (1) to supply the stored electric power to said at least one first electric motor (M1) during the traction phase of the vehicle (1); said vehicle braking / traction control unit (6) being configured to: - Receive the braking or traction target value (TG) to be applied to the vehicle (1) determined by said vehicle control unit (5) of the vehicle (1) based on said braking or traction request (RF); - Receive first input information (I1), said first input information (I1) representing said battery pack (8); - Receive second input information (I2), said second input information (I2) representing a regenerative braking or traction phase of the braking / traction system (2) performed by the system (100) by means of said at least one first electric motor (M1); - Receive third input information (I3), said third input information (I3) representing a dissipative braking phase of the braking / traction system (2) of the vehicle (1) performed by the system (100) by means of said at least one first dissipative braking torque actuation module (3); - Receive a fourth input information (I4), where the fourth input information (I4) represents the operating condition of the at least one first axle (F-A) or a vehicle corner connected to the at least one first axle (F-A); - Based on the braking or traction target value (TG) to be applied to the vehicle (1), the first input information (I1), the second input information (I2), the third input information (I3), and the fourth input information (I4), determine a first regenerative braking torque target value or traction target value (RG-1) to be applied to the vehicle (1) by means of the at least one first electric motor (M1); - Based on the braking or traction target value (TG) to be applied to the vehicle (1), the first input information (I1), the second input information (I2), the third input information (I3), and the fourth input information (I4), determine a first dissipative braking torque target value (FD-1) or a first hydraulic target value (FP-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3).

2. The system (100) according to claim 1, wherein, The braking or traction target value (TG) to be applied to the vehicle (1) received from the vehicle control unit (5) is a single braking or traction target value to be applied to the axle and / or vehicle corner.

3. The system (100) according to claim 1, wherein, The braking or traction target value (TG) to be applied to the vehicle (1) received from the vehicle control unit (5) is an overall braking or traction target value to be applied to the vehicle (1). The vehicle braking / traction control unit (6) is configured to: based on the received overall braking or traction target value to be applied to the vehicle (1), determine the corresponding regenerative braking torque target value or traction target value (RG-1) and the corresponding dissipative braking torque target value (FD-1) or the corresponding hydraulic target value (FP-1) to be applied to each axle and / or each vehicle corner.

4. The system (100) according to claim 3, wherein, The vehicle braking / traction control unit (6) includes a braking balance sub-module (6'), and the braking balance sub-module (6') is configured to: based on the received overall braking or traction target value to be applied to the vehicle (1), determine the corresponding regenerative braking torque target value or traction target value and the corresponding dissipative braking torque target value (FD-1) or the corresponding hydraulic target value (FP-1) to be applied to each axle and / or each vehicle corner.

5. The system (100) according to any one of the preceding claims, wherein, The vehicle braking / traction control unit (6) is further configured to receive at least one piece of information (C-O) representing the operating condition of the vehicle (1), and the vehicle braking / traction control unit (6) is configured to further determine a first regenerative braking torque target value or traction target value (RG-1) to be applied to the vehicle (1) by the at least one first electric motor (M1) based on the at least one piece of information (C-O) representing the operating condition of the vehicle (1). The vehicle braking / traction control unit (6) is further configured to: further determine a first dissipative braking torque target value (FD-1) or a first hydraulic target value (FP-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3) based on the at least one piece of information (C-O) representing the operating condition of the vehicle (1).

6. The system (100) according to claim 5, wherein, The vehicle braking / traction control unit (6) is configured to: store successively at least one piece of information (C-O) representing the operating condition of the vehicle (1) received previously; and compare the received at least one piece of information (C-O) representing the operating condition of the vehicle (1) with the information (C-O) representing the operating condition of the vehicle (1) stored previously to identify the most similar information, and thereby improve the performance of the system (100) based on the measures taken previously.

7. The system (100) according to any one of the preceding claims, wherein, The vehicle braking / traction control unit (6) includes a first monitoring module (9), and the first monitoring module (9) is configured to switch the system (100) to a safe state when an abnormality is detected in the system (100).

8. The system (100) according to claim 7, wherein, The first monitoring module (9) includes a first regenerative braking torque estimation sub-module or traction estimation sub-module (10), which is configured to estimate a regenerative braking torque estimation value or traction estimation value (RGE-1) applied to the vehicle (1) by means of the at least one first electric motor (M1). The first regenerative braking torque estimation sub-module or traction estimation sub-module (10) is configured to estimate the regenerative braking torque estimation value or traction estimation value (RGE-1) applied to the vehicle (1) by means of the at least one first electric motor (M1) based on the second input information (I2) representing the regenerative braking or traction phase performed by the system (100) on the braking / traction system (2) of the vehicle (1) by means of the at least one first electric motor (M1) and the motor friction map. The first monitoring module (9) includes a second dissipative braking torque estimation sub-module (11), which is configured to: based on the third input information (I3) representing the dissipative braking phase performed by the system (100) on the braking / traction system (2) of the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3), the fourth input information (I4) representing the operating condition of the at least one first axle (F-A) or the vehicle corner connected to the at least one first axle (F-A), and the pad / brake friction map (MP-F), estimate a dissipative braking torque estimation value (FDE-1) applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3).

9. The system (100) according to claim 8, wherein, The first monitoring module (9) further includes a third comparison sub-module (12), which is configured to compare the difference between: one is the braking or traction target value (TG) to be applied to the vehicle (1) received from the vehicle braking / traction control unit (6); the other is the sum of the regenerative braking torque estimation value or traction estimation value (RGE-1) applied to the vehicle (1) by means of the at least one first electric motor (M1) and the dissipative braking torque estimation value (FDE-1) applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3) with a set reference threshold. The first monitoring module (9) is configured to: in the case where such a difference is greater than the set reference threshold, disable both the at least one first electric motor (M1) and the at least one first dissipative braking torque actuation module (3) by respectively sending a first disabling signal (DS-1) to the at least one first electric motor and a second disabling signal (DS-2) to the at least one first dissipative braking torque actuation module (3).

10. The system (100) according to any one of the preceding claims, wherein, The vehicle braking / traction control unit (6) includes a second control module (13), which is configured to determine, by means of an appropriate algorithm (AG), the value of the regenerative braking torque or traction value (RG-1) to be applied to the vehicle (1) by means of the at least one first electric motor (M1) and the value of the dissipative braking torque (FD-1) or hydraulic value (FP-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3).

11. The system (100) according to claim 10, wherein, The second control module (13) is configured to: based on the second input information (I2) representing the regenerative braking or traction phase of the braking / traction system (2) of the vehicle (1) by the system (100) by means of the at least one first electric motor (M1), adopt a corresponding motor friction map (MP-M) to determine the maximum regenerative braking torque value or traction value (MX-R) and the minimum regenerative braking torque value or traction value (MN-R).

12. The system (100) according to any one of the preceding claims 10 to 11, wherein, The second control module (13) includes a friction map inverse module (14), which is configured to: based on the first dissipative braking torque target value (FD-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3) and the fourth input information (I4) representing the operating conditions of the at least one first axle (F-A) or the vehicle corner connected to the at least one first axle (F-A), adopt a corresponding pad / brake friction map (MP-F) to determine the hydraulic value (FP-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3).

13. A method (800) for controlling the braking / traction of an electric or hybrid vehicle (1), the method comprising the following steps: - The vehicle control unit (5) receives (801) a braking or traction request (RF); - The vehicle control unit (5) determines (802) a braking or traction target value (TG) to be applied to the vehicle (1) based on the braking or traction request (RF); - The vehicle braking / traction control unit (6) operably connected to the vehicle control unit (5) receives (803) the braking or traction target value (TG) to be applied to the vehicle (1) determined by the vehicle control unit (5) based on the braking or traction request (RF); - The vehicle brake / traction control unit (6) receives (804) a first input information (I1), the first input information (I1) representing a battery pack (8) operably connected to the vehicle brake / traction control unit (6), the battery pack (8) being configured to store electrical power during a braking phase of the vehicle (1) to supply the stored electrical power to at least one first electric motor (M1) of the brake / traction system (2) of the vehicle (1) during a traction phase of the vehicle (1), the at least one first electric motor (M1) being operably connected to at least one first axle (F-A) of the vehicle (1), the vehicle brake / traction control unit (6) being operably connected to the at least one first electric motor (M1), the vehicle brake / traction control unit (6) being configured to control the at least one first electric motor (M1); - The vehicle brake / traction control unit (6) receives (805) a second input information (I2), the second input information (I2) representing a regenerative braking or traction phase of the brake / traction system (2) of the vehicle (1) performed by the system (100) by means of the at least one first electric motor (M1); - The vehicle brake / traction control unit (6) receives (806) a third input information (I3), the third input information (I3) representing a dissipative braking phase of the brake / traction system (2) of the vehicle (1) performed by the system (100) by means of at least one first dissipative braking torque actuation module (3) of the brake / traction system (2) of the vehicle (1), the vehicle brake / traction control unit (6) being operably connected to the at least one first dissipative braking torque actuation module (3), the vehicle brake / traction control unit (6) being configured to control the at least one first dissipative braking torque actuation module (3); - The vehicle brake / traction control unit (6) receives (807) a fourth input information (I4), the fourth input information (I4) representing the operating condition of at least one first axle (F-A) or a vehicle corner connected to the at least one first axle (F-A); - The vehicle brake / traction control unit (6) determines (808) a first regenerative braking torque target value or a traction target value (RG-1) to be applied to the vehicle (1) by means of the at least one first electric motor (M1) based on a braking or traction target value (TG) to be applied to the vehicle (1), the first input information (I1), the second input information (I2), the third input information (I3) and the fourth input information (I4); - The vehicle braking / traction control unit (6) determines (809) a first dissipative braking torque target value (FD-1) or a first hydraulic target value (FP-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3) based on the braking or traction target value (TG) to be applied to the vehicle (1), the first input information (I1), the second input information (I2), the third input information (I3), and the fourth input information (I4).

14. The method (800) according to claim 13, wherein, The braking or traction target value (TG) received from the vehicle control unit (5) and to be applied to the vehicle (1) is a single braking or traction target value to be applied to an axle and / or a vehicle corner.

15. The method (800) according to claim 13, wherein, The braking or traction target value (TG) received from the vehicle control unit (5) and to be applied to the vehicle (1) is an overall braking or traction target value to be applied to the vehicle (1), and the method (800) includes the following steps: The vehicle braking / traction control unit (6) determines corresponding regenerative braking torque target values or traction target values and corresponding dissipative braking torque target values (FD-1) or corresponding hydraulic target values (FP-1) to be applied to each axle and / or each vehicle corner based on the received overall braking or traction target value to be applied to the vehicle (1).

16. The method (800) according to claim 15, wherein, The step of determining (810) corresponding regenerative braking torque target values or traction target values and corresponding dissipative braking torque target values (FD-1) or corresponding hydraulic target values (FP-1) to be applied to each axle and / or each vehicle corner includes the following steps: The braking balance sub-module (6') of the vehicle braking / traction control unit (6) determines (811) corresponding regenerative braking torque target values or traction target values and corresponding dissipative braking torque target values (FD-1) or corresponding hydraulic target values (FP-1) to be applied to each axle and / or each vehicle corner based on the received overall braking or traction target value to be applied to the vehicle (1).

17. The method (800) according to any one of the preceding claims 13 to 16, the method (800) further comprising the steps of: The vehicle braking / traction control unit (6) receives (812) at least one piece of information (C-O) representing the operating condition of the vehicle (1), and the vehicle braking / traction control unit () also determines the first regenerative braking torque target value or traction target value (RG-1) to be applied to the vehicle (1) by the at least one first electric motor (M1) based on at least one piece of information (C-O) representing the operating condition of the vehicle (1), and the vehicle braking / traction control unit (6) also determines the first dissipative braking torque target value (FD-1) or the first hydraulic target value (FP-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3) based on at least one piece of information (C-O) representing the operating condition of the vehicle (1).

18. The method (800) according to claim 17, wherein the method (800) further includes the following steps: - The vehicle brake / traction control unit (6) stores (813) at least one piece of information (C-O) representing the operating condition of the vehicle (1) received previously one by one; - The vehicle brake / traction control unit (6) compares (814) the at least one piece of information (C-O) representing the operating condition of the vehicle (1) received with the information (C-O) representing the operating condition of the vehicle (1) stored previously to identify the most similar information, and thereby improves the performance of the method (800) based on the measures taken previously.

19. The method (800) according to any one of the preceding claims 13 to 18, the method (800) comprising the steps of: In the case of detecting an abnormality in the system (100) for controlling the brake / traction of an electric or hybrid vehicle (1), the system (100) is switched (815) to a safe state by the first monitoring module (9) of the vehicle brake / traction control unit (6).

20. The method (800) according to claim 19, wherein, The step of switching the system (100) to a safe state includes the following steps: The first regenerative braking torque estimation sub-module or traction estimation sub-module (10) of the first monitoring module (9) estimates (816) the estimated value of the regenerative braking torque or traction estimation value (RGE-1) applied to the vehicle (1) by the at least one first electric motor (M1) based on the second input information (I2) representing the regenerative braking or traction phase of the brake / traction system (2) of the vehicle (1) performed by the system (100) by means of the at least one electric motor (M1) and the motor friction map.

21. The method (800) according to claim 20, wherein, The step of switching the system (100) to a safe state includes the following steps: The second dissipative braking torque estimation sub-module or hydraulic estimation sub-module (11) of the first monitoring module (9) estimates (817) the dissipative braking torque value (FDE-1) applied to the vehicle (1) by the at least one first dissipative braking torque actuation module (3) based on the third input information (I3) representing the dissipative braking phase of the brake / traction system (2) of the vehicle (1) performed by the system (100) by means of the at least one first dissipative braking torque actuation module (3), the fourth input information (I4) representing the operating condition of the at least one first axle (F-A) or the vehicle corner connected to the at least one first axle (F-A), and the pad / brake friction map (MP-F).

22. The method (800) according to claim 21, wherein, The steps of switching the system (100) to the safe state (815) include the following steps: the difference between the following two values is compared (818) with a set reference threshold by a third comparison sub-module (12) of the first monitoring module (9): one is the braking or traction target value (TG) to be applied to the vehicle (1) received from the vehicle braking / traction control unit (6); the other is the sum of the estimated regenerative braking torque or traction value (RGE-1) applied to the vehicle (1) by the at least one first electric motor (M1) and the estimated dissipative braking torque value (FDE-1) applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3).

23. The method (800) according to claim 22, wherein, The steps of switching the system (100) to the safe state (815) include the following steps: in the case where such a difference is greater than the set reference threshold, the at least one first monitoring module (9) disables (819) both the at least one first electric motor (M1) and the at least one first dissipative braking torque actuation module (3) by respectively sending a first disabling signal (DS-1) to the at least one first electric motor (M1) and a second disabling signal (DS-2) to the at least one first dissipative braking torque actuation module (3).

24. The method (800) according to any one of the preceding claims 13 to 23, wherein, The step of determining (808) the regenerative braking torque value or traction value (RG-1) to be applied to the vehicle (1) by means of the at least one first electric motor (M1) and the step of determining (809) the dissipative braking torque value (FD-1) or hydraulic value to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3) are performed by a second control module (13) of the vehicle braking / traction control unit (6) by means of an appropriate algorithm (AG).

25. The method (800) according to claim 24, wherein, The step of determining (808) the first regenerative braking torque target value or traction target value (RG-1) to be applied to the vehicle (1) by means of the at least one first electric motor (M1) includes the following steps: the second control module (13) determines (820) the maximum regenerative braking torque value or traction value (MX-R) and the minimum regenerative braking torque value or traction value (MN-R) by using a corresponding motor friction map (MP-M) based on the second input information (I2) representing the regenerative braking or traction phase performed on the braking / traction system (2) of the vehicle (1) by means of the at least one first electric motor (M1).

26. The method (800) according to any one of the preceding claims 24 to 25, the method (800) comprising the steps of: By means of the friction map inverse rotor module (14) of the second control module (13), based on the first dissipative braking torque target value (FD-1) or the first hydraulic target value (FP-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3) and the fourth input information (I4) representing the operating condition of the at least one first axle (F-A) or the vehicle corner connected to the at least one first axle (F-A), a corresponding pad / brake friction map (MP-F) is used to determine (821) the hydraulic target value (FP-1) to be applied to the vehicle (1) by means of the at least one first dissipative braking torque actuation module (3).

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