Regenerative braking system and abs system coordinated control method and device and storage medium

Abstract

The present application relates to the technical field of electro-hydraulic braking, in particular to a regenerative braking system and ABS system coordination control method, device and storage medium. The regenerative braking system and ABS system coordination control method avoids the loss of deceleration caused by the instantaneous exit of regenerative braking and the non-timely supplement of hydraulic braking when ABS is triggered, ensures that the ABS control is not disturbed by regenerative braking, improves the braking performance and driving safety of the automobile, and improves the range of regenerative braking and the utilization rate of energy recovery function, and to some extent, improves the vehicle endurance.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electro-hydraulic braking, in particular to a regenerative braking system and ABS system coordination control method and device and storage medium. BACKGROUND

[0002] With the development of automobile technology, the demand braking force not only comes from the driver, but also requests braking, and the regenerative braking control strategy will divide the current demand braking force into hydraulic braking and regenerative braking force according to the current vehicle state and comprehensive energy recovery capability.

[0003] Based on the feedback signal of the wheel speed sensor, the ABS system (anti-lock braking system) maintains the wheel from being completely locked by controlling the size of the brake pressure. When the wheel is about to be locked, the ABS system will automatically adjust the brake pressure to keep the wheel in a state of rolling and sliding, so as to maintain the stability of the vehicle. Specifically, the ABS system closes the normally open input electromagnetic valve on the wheel that is about to be locked, keeps the brake force unchanged, and opens the normally closed output electromagnetic valve to quickly lower the brake pressure to prevent the wheel from being completely locked.

[0004] In the current electro-hydraulic braking system, the ABS system only controls the hydraulic braking force, so how the regenerative braking system works with the ABS system during braking directly affects the braking smoothness and safety of the vehicle.

[0005] There are usually two kinds of existing regenerative braking system and ABS system coordination control methods. One is to directly close the energy recovery function when the ABS control is activated, and when the motor braking force quickly exits, there is a certain delay in the supplement of the hydraulic braking force, at which time there will be an unexpected braking deceleration, affecting the driver's braking experience and even affecting the braking safety.

[0006] The other method usually determines whether the regenerative braking exits by judging the emergency braking. If it is emergency braking, the regenerative braking system does not participate in braking by directly entering the ABS anti-lock system; if it is not emergency braking, the regenerative braking force remains unchanged, and the wheel is prevented from being locked by adjusting the friction braking force. In this method, the accuracy of the emergency braking judgment is difficult to evaluate, and the complete exit of the regenerative braking will cause an unexpected braking deceleration, and the regenerative braking force remaining unchanged when it is not emergency braking will affect the ABS control.

[0007] In summary, how to coordinate the control of vehicle braking energy recovery and ABS function triggering at the same time to improve the braking performance, energy recovery efficiency and driving safety of the vehicle. SUMMARY

[0008] To this end, the technical problem to be solved by the present application is how to coordinate the control of brake energy recovery and ABS function triggering in a vehicle to improve the braking performance, energy recovery efficiency and driving safety of the vehicle.

[0009] To solve the above technical problem, the present application provides a regenerative braking system and ABS system coordination control method, comprising:

[0010] determining a regenerative braking control strategy according to real-time vehicle state data, and determining a current regenerative braking force and a current hydraulic braking force according to the regenerative braking control strategy;

[0011] In the case of triggering ABS control during braking, real-time acquisition of each wheel lock force is performed.

[0012] In the case where the difference between any one wheel lock force and the current hydraulic braking force is less than a first threshold value, the regenerative braking system is directly exited, and the hydraulic braking force is used to meet the current demand braking force.

[0013] In the case where the difference between any one wheel lock force and the current hydraulic braking force is not less than the first threshold value and less than a second threshold value, the current regenerative braking force is gradually reduced and the hydraulic braking force is supplemented to meet the current demand braking force until the regenerative braking system is completely exited.

[0014] In the case where the difference between any one wheel lock force and the current hydraulic braking force is not less than the second threshold value and less than a third threshold value, the current regenerative braking force is controlled not to change with the increase of the demand braking force.

[0015] Preferably, in the case where the difference between each wheel lock force and the current hydraulic braking force is not less than the third threshold value, the current regenerative braking force and the current hydraulic braking force are maintained.

[0016] Preferably, the vehicle state data includes vehicle speed, acceleration, vehicle lateral acceleration, vehicle yaw angular velocity, steering wheel angle, throttle pedal information and brake pedal information.

[0017] Preferably, the determination of the regenerative braking control strategy according to real-time vehicle state data, and the determination of the current regenerative braking force and the current hydraulic braking force according to the regenerative braking control strategy comprise:

[0018] correcting the regenerative braking potential according to real-time vehicle state data to determine the current regenerative braking force;

[0019] determining the current hydraulic braking force according to the current demand braking force and the current regenerative braking force.

[0020] Preferably, the step-by-step reduction of the current regenerative braking force and the supplement of the hydraulic braking force to meet the current demand braking force comprises:

[0021] The current regenerative braking force is step-by-step reduced according to a preset gradient, and the hydraulic braking force is supplemented in real time to meet the current demand braking force.

[0022] Preferably, the control of the current regenerative braking force not to change with the increase of the demand braking force comprises:

[0023] The current regenerative braking force is controlled not to change when the demand braking force increases, and the hydraulic braking force is supplemented in real time to meet the increased demand braking force.

[0024] The current regenerative braking force is controlled not to change or to decrease when the demand braking force decreases, and the hydraulic braking force is combined to meet the decreased demand braking force.

[0025] The application also provides a regenerative braking system and ABS system coordination control device, comprising:

[0026] An initial braking force distribution module is configured to determine a regenerative braking control strategy according to real-time vehicle state data, and determine a current regenerative braking force and a current hydraulic braking force according to the regenerative braking control strategy.

[0027] A wheel locking force acquisition module is configured to acquire real-time wheel locking forces in the case of triggering ABS control during braking.

[0028] A first coordination strategy control module is configured to directly exit the regenerative braking system and use the hydraulic braking force to meet the current demand braking force in the case that the difference between any one of the wheel locking forces and the current hydraulic braking force is less than a first threshold value.

[0029] A second coordination strategy control module is configured to step-by-step reduce the current regenerative braking force and supplement the hydraulic braking force to meet the current demand braking force until the regenerative braking system is completely exited in the case that the difference between any one of the wheel locking forces and the current hydraulic braking force is not less than the first threshold value and less than a second threshold value.

[0030] A third coordination strategy control module is configured to control the current regenerative braking force not to change with the increase of the demand braking force in the case that the difference between any one of the wheel locking forces and the current hydraulic braking force is not less than the second threshold value and less than a third threshold value.

[0031] Preferably, the regenerative braking system and ABS system coordination control device further comprises:

[0032] A fourth coordination strategy control module is configured to maintain the current regenerative braking force and the current hydraulic braking force when the difference between the wheel lockup force and the current hydraulic braking force is not less than a third threshold value.

[0033] The application further provides a regenerative braking system and ABS system coordination control device, comprising:

[0034] A memory is configured to store a computer program.

[0035] A processor is configured to implement the steps of the regenerative braking system and ABS system coordination control method when the computer program is executed.

[0036] The application further provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the regenerative braking system and ABS system coordination control method.

[0037] The above technical solution of the application has the following advantages compared with the prior art:

[0038] The regenerative braking system and ABS system coordination control method provided by the application adjusts the regenerative braking participation degree through the difference between the wheel lockup pressure and the hydraulic braking force, avoids the loss of deceleration caused by the instantaneous withdrawal of regenerative braking and the non-timely supplement of hydraulic braking when the ABS is triggered, ensures that the ABS control is not disturbed by the regenerative braking, improves the braking performance and driving safety of the vehicle, improves the action range of the regenerative braking, increases the utilization rate of the energy recovery function, and improves the vehicle endurance to a certain extent. BRIEF DESCRIPTION OF DRAWINGS

[0039] In order to make the content of the application more easily understood, the application will be further described in detail below according to specific embodiments of the application and in combination with the drawings, in which:

[0040] Figure 1 is an implementation flowchart of the regenerative braking system and ABS system coordination control method provided by the application;

[0041] Figure 2 is an implementation flowchart of the regenerative braking system and ABS system coordination control method provided by the embodiment of the application;

[0042] Figure 3 is a structural block diagram of the regenerative braking system and ABS system coordination control device provided by the embodiment of the application;

[0043] Figure 4 is a structural block diagram of the regenerative braking system and ABS system coordination control device provided by another embodiment of the application. DETAILED DESCRIPTION

[0044] The core of the present application is to provide a regenerative braking system and ABS system coordinated control method, device, equipment and computer storage medium, effectively improve the braking performance, energy recovery efficiency and driving safety of the automobile.

[0045] In order to enable personnel in the art to better understand the present application, the present application will be further described in detail below in conjunction with the drawings and specific embodiments. Obviously, the described embodiments are only a part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0046] Please refer to Figure 1, Figure 1 The implementation flowchart of the regenerative braking system and ABS system coordinated control method provided by the present application is as follows:

[0047] S101: Determine the regenerative braking control strategy according to the real-time vehicle state data, and determine the current regenerative braking force and the current hydraulic braking force according to the regenerative braking control strategy;

[0048] S102: In the case of triggering ABS control during braking, real-time acquisition of each wheel locking force;

[0049] S103: In the case where the difference between any one wheel locking force and the current hydraulic braking force is less than the first threshold value, directly exit the regenerative braking system, and use the hydraulic braking force to meet the current demand braking force;

[0050] S104: In the case where the difference between any one wheel locking force and the current hydraulic braking force is not less than the first threshold value and less than the second threshold value, gradually reduce the current regenerative braking force and use the hydraulic braking force to supplement to meet the current demand braking force until the regenerative braking system is completely exited;

[0051] S105: In the case where the difference between any one wheel locking force and the current hydraulic braking force is not less than the second threshold value and less than the third threshold value, control the current regenerative braking force not to change with the increase of the demand braking force.

[0052] It should be noted that:

[0053] Regenerative braking: a unique braking mode of electric vehicles or hybrid vehicles. It converts the kinetic energy of the vehicle into electrical energy through the motor (which is used as a generator at this time), stores it back into the battery, and generates braking force at the same time. Its advantages are energy recovery and improved endurance.

[0054] Hydraulic braking: traditional friction braking mode, which brakes by clamping brake caliper to brake disc to generate friction force. Its disadvantage is that energy is dissipated in the form of heat.

[0055] ABS (anti-lock braking system): when the driver brakes in emergency and the wheel is about to lock, the ABS system will intervene, by high-frequency brake pressure, to keep the wheel in the state near the maximum static friction force, so as to prevent the vehicle from losing control and shorten the braking distance.

[0056] Required braking force: the total braking force that the driver expects to obtain by stepping on the brake pedal. It is borne by the regenerative braking force and the hydraulic braking force.

[0057] Wheel lock force: under certain road conditions (such as dry asphalt, wet, ice and snow), when the wheel is about to lock (slip ratio close to 100%), the maximum braking force that the hydraulic braking system can provide. This force is not fixed, it depends entirely on the tire and road adhesion coefficient. The lock force on the ice surface is much smaller than that on the dry road.

[0058] Based on the above embodiments, the step S101 is described in this embodiment:

[0059] Before starting, a preliminary judgment can be made on whether the current braking energy recovery can be carried out, if not, the current braking force is provided by the hydraulic pressure.

[0060] In some embodiments, the vehicle state data includes vehicle speed, acceleration, vehicle lateral acceleration, vehicle yaw rate, steering wheel angle, throttle pedal information and brake pedal information, etc.

[0061] In some embodiments, the regenerative braking control strategy is determined according to the real-time vehicle state data (this strategy determines the proportion of the total braking force provided by the motor recovery and the hydraulic system. Usually, regenerative braking is preferred, and the insufficient part is supplemented by hydraulic pressure), and the current regenerative braking force and the current hydraulic braking force are determined according to the regenerative braking control strategy, including:

[0062] The regenerative braking potential is corrected according to the real-time vehicle state data, and the current regenerative braking force is determined,

[0063] It should be noted that the regenerative braking potential is usually calculated by the MCU (motor controller) or VCU according to the current working state (speed, temperature) of the motor and the battery state (maximum allowed charging power) provided by the BMS, and sent to the brake controller through the CAN bus. It is a theoretical maximum value, which represents the maximum braking power that the motor and battery can withstand under ideal conditions;

[0064] According to the current demand braking force and the current regenerative braking force, a current hydraulic braking force is determined, specifically: the hydraulic braking force is obtained by subtracting the corrected regenerative braking force from the driver demand braking force,

[0065] It should be noted that the brake controller will not directly use the theoretical value of the regenerative braking potential, but will combine other vehicle states to modify it again to ensure safety and smoothness.

[0066] Based on the above embodiment, step S102 is described in this embodiment:

[0067] When the braking intensity is too large and any one of the wheels has a tendency to lock, the ABS system is triggered. At this time, the control system enters a high alert state, and the core of the strategy changes from "efficiency" to "safety".

[0068] The locking force of each wheel is obtained in real time, which is usually estimated by the wheel speed sensor and control algorithm of the ABS system. The locking force of each wheel may be different (for example, the left wheel is on dry ground and the right wheel is on a puddle).

[0069] Based on the above embodiment, step S103 is described in this embodiment:

[0070] In the case where the difference between any one of the wheel locking forces and the current hydraulic braking force is less than the first threshold value (such as on ice), it means that the hydraulic braking force has far exceeded the limit that the road surface can provide, and the wheel is extremely easy to lock, and the vehicle is at the edge of extreme instability and loss of control. Directly exit the regenerative braking system, which is the fastest and most decisive response measure. After the regenerative braking is exited, the ABS system only needs to focus on controlling a single hydraulic system, the control logic is simpler, the response is faster, and the reliability is higher.

[0071] Based on the above embodiment, step S104 is described in this embodiment:

[0072] In the case where the difference between any one of the wheel locking forces and the current hydraulic braking force is not less than the first threshold value and less than the second threshold value, the road adhesion is low (such as a wet and slippery road surface), and the current hydraulic braking force has approached the locking force, but there is no immediate danger of locking. Gradually reduce the regenerative braking force, and simultaneously supplement the hydraulic braking force linearly until the regenerative braking is completely exited, and the hydraulic braking is completely taken over by the ABS.

[0073] Suddenly completely exiting the regenerative braking can cause a sharp drop in the total braking force, which can cause the driver's brake pedal to feel uncomfortable and the vehicle attitude to be disturbed. "Gradually reducing" can achieve a smooth handover of the braking force between regenerative and hydraulic. Before completely exiting, a part of the energy is still recovered, achieving a balance between safety and efficiency.

[0074] In some embodiments, gradually reducing the current regenerative braking force and supplementing with the hydraulic braking force to meet the current demand braking force comprises:

[0075] Gradually reducing the current regenerative braking force according to the preset gradient and supplementing with the hydraulic braking force in real time to meet the current demand braking force.

[0076] It should be noted that the preset gradient can be "how many Newtons (N / s) are reduced per second" or "how many torques are reduced per millisecond", and the preset gradient is a carefully calibrated parameter that needs to be balanced between safety (exit speed) and comfort (smoothness), and the specific value is not limited here.

[0077] It should be noted that the hydraulic system needs to increase its pressure 1:1 synchronously with the reduction of the regenerative braking force to meet the current demand braking force.

[0078] Based on the above embodiments, the step S105 is described in this embodiment:

[0079] In the case where the difference between any one wheel lock-up force and the current hydraulic braking force is not less than the second threshold value and less than the third threshold value, the road adhesion is good (such as dry road surface), and the ABS is triggered, which can be only because a single wheel encounters a small piece of low adhesion road surface or emergency braking. The current hydraulic braking force still has a relatively large safety margin from the lock-up force, the current regenerative braking force is frozen, and the regenerative braking force is no longer allowed to increase with the increase of the total demand braking force. The growth space of the hydraulic braking is used as a safety buffer zone, and is all left for the ABS system to use. The ABS can freely adjust the hydraulic pressure in this space to prevent lock-up without worrying that the change of the regenerative braking force will occupy this already tight safety margin.

[0080] In some embodiments, controlling the current regenerative braking force not to change with the increase of the demand braking force comprises:

[0081] controlling the current regenerative braking force not to change when the demand braking force increases, and supplementing with the hydraulic braking force in real time to meet the increased demand braking force;

[0082] controlling the current regenerative braking force not to change or to decrease when the demand braking force decreases, and combining the hydraulic braking force to meet the decreased demand braking force.

[0083] It should be noted that the system is in a stable recovery state under the monitoring of the ABS (safe coordination zone). At this time, the driver steps on the brake pedal more deeply, requesting a larger total braking force, and the regenerative braking force remains at the current level and no longer increases with the pedal deepening. The newly added total braking force demand is supplemented by the hydraulic system alone and in real time.

[0084] Need to explain, also in the "safe coordination area", the driver loosens the brake pedal, the total demand brake force decreases:

[0085] The regenerative braking force can be selected to remain unchanged, and the hydraulic braking force is preferentially reduced, which is the most energy-saving strategy. Hydraulic braking is energy-consuming (friction generates heat), while regenerative braking is energy-recovering. As long as safety permits, regenerative braking force should be preferentially retained, and the total demand force is reduced by reducing hydraulic waste;

[0086] The regenerative braking force and the hydraulic braking force can also be selected to decrease proportionally, which is a strategy selected in the following cases: the proportion of regenerative braking force is too high, and only reducing hydraulic cannot meet the demand; or the driver just slightly releases the pedal and then may step on it again, and the system may appropriately reduce the regenerative force, thereby reserving more safety margin for the hydraulic system in advance to cope with the next increase in braking force request; or when the brake is released in an emergency, in order to quickly respond to the driver's intention, the system may command the regenerative and hydraulic to be released quickly at the same time to ensure that the vehicle can immediately restore the acceleration ability.

[0087] As Figure 2 , based on the above embodiments, in some embodiments, further comprising:

[0088] S106: maintaining the current regenerative braking force and the current hydraulic braking force in a case where the difference between each of the wheel locking forces and the current hydraulic braking force is not less than a third threshold value.

[0089] Need to explain, in a case where the difference between each of the wheel locking forces and the current hydraulic braking force is not less than a third threshold value, the road adhesion coefficient is relatively high (such as dry and flat asphalt or concrete road surface), the driver performs relatively urgent but not extreme braking, triggering the ABS system (possibly due to slight unevenness of the road surface causing the rotational speed of a single wheel to fluctuate, and the system intervenes in advance for safety), and the huge difference means that the hydraulic braking force is still far from the limit that causes the wheel to lock. The existing brake force distribution (regenerative + hydraulic) is completely within the bearing range of the road surface and does not have the risk of locking. Therefore, without changing anything, the current regenerative braking force and the current hydraulic braking force are maintained, and the regenerative braking system and the hydraulic braking system remain unchanged.

[0090] Please refer to Figure 3 , Figure 3 A structure block diagram of a regenerative braking system and an ABS system coordination control device provided by an embodiment of the present application; the specific device can include:

[0091] An initial brake force distribution module 100 is configured to determine a regenerative braking control strategy according to real-time vehicle state data, and determine a current regenerative braking force and a current hydraulic braking force according to the regenerative braking control strategy.

[0092] The wheel lock force acquisition module 200 is configured to acquire the lock force of each wheel in real time in the case of triggering ABS control during braking;

[0093] The first coordination strategy control module 300 is configured to directly exit the regenerative braking system and use the hydraulic braking force to meet the current demand braking force in the case that the difference between any one wheel lock force and the current hydraulic braking force is less than the first threshold value.

[0094] The second coordination strategy control module 400 is configured to gradually reduce the current regenerative braking force and use the hydraulic braking force to supplement to meet the current demand braking force until the regenerative braking system is completely exited in the case that the difference between any one wheel lock force and the current hydraulic braking force is not less than the first threshold value and less than the second threshold value.

[0095] The third coordination strategy control module 500 is configured to control the current regenerative braking force not to change with the increase of the demand braking force in the case that the difference between any one wheel lock force and the current hydraulic braking force is not less than the second threshold value and less than the third threshold value.

[0096] As Figure 4 Based on the above embodiments, in some embodiments, the regenerative braking system and ABS system coordination control device further comprises:

[0097] The fourth coordination strategy control module 600 is configured to maintain the current regenerative braking force and the current hydraulic braking force in the case that the difference between each wheel lock force and the current hydraulic braking force is not less than the third threshold value.

[0098] The regenerative braking system and ABS system coordination control device of the embodiment is used to implement the aforementioned regenerative braking system and ABS system coordination control method, and thus the specific embodiments of the regenerative braking system and ABS system coordination control device can be seen from the foregoing embodiment part of the regenerative braking system and ABS system coordination control method, for example, the initial braking force distribution module 100, the wheel lock force acquisition module 200, the first coordination strategy control module 300, the second coordination strategy control module 400, and the third coordination strategy control module 500 are respectively used to implement steps S101, S102, S103, S104, and S105 in the aforementioned regenerative braking system and ABS system coordination control method, and thus the specific embodiments can be referred to the description of the corresponding embodiment part, which will not be described herein again.

[0099] The embodiment of the present application further provides a regenerative braking system and ABS system coordination control device, which comprises a memory configured to store a computer program and a processor configured to execute the computer program to implement the steps of the aforementioned regenerative braking system and ABS system coordination control method.

[0100] The embodiment of the present application further provides a computer readable storage medium, wherein the computer readable storage medium stores a computer program, and the computer program is executed by a processor to realize the steps of the regenerative braking system and ABS system coordination control method.

[0101] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system or a computer program product. Therefore, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. In addition, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage etc.) containing computer-usable program code.

[0102] The present application is described with reference to the flowcharts and / or block diagrams of the method, device (system) and computer program product according to the embodiments of the present application. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of the flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce the functions described in the flowcharts and / or block diagrams. Figure 1 one or more flows and / or blocks Figure 1 an apparatus that carries out the functions specified in one or more flows and / or blocks.

[0103] These computer program instructions can also be stored in a computer readable memory that can direct the computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce a product including instruction apparatus, which realizes the functions described in the flowcharts and / or block diagrams. Figure 1 one or more flows and / or blocks Figure 1 an apparatus that carries out the functions specified in one or more flows and / or blocks.

[0104] These computer program instructions can also be loaded into a computer or other programmable data processing device to produce a series of operation steps executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide the functions described in the flowcharts and / or block diagrams. Figure 1 one or more flows and / or blocks Figure 1 an apparatus that carries out the functions specified in one or more flows and / or blocks.

[0105] Obviously, the above embodiments are merely example for clearly illustrating, and are not limitation to the embodiments. Based on the above description, other different forms of changes or variations can be made by those skilled in the art. Here, all the embodiments are not required to be enumerated, and the obvious changes or variations derived from the above are still within the protection scope of the present application.

Claims

1. A method for coordinated control of a regenerative braking system and an ABS system, characterized in that, include: The regenerative braking control strategy is determined based on real-time vehicle status data, and the current regenerative braking force and current hydraulic braking force are determined based on the regenerative braking control strategy. When ABS control is triggered during braking, the locking force of each wheel is acquired in real time. If the difference between the locking force of any wheel and the current hydraulic braking force is less than the first threshold, the regenerative braking system is directly disengaged, and hydraulic braking force is used to meet the current braking force requirement. If the difference between the locking force of any wheel and the current hydraulic braking force is not less than the first threshold and less than the second threshold, the current regenerative braking force is gradually reduced and hydraulic braking force is used to supplement it to meet the current braking force requirement until the regenerative braking system is completely disengaged. If the difference between the locking force of any wheel and the current hydraulic braking force is not less than the second threshold and less than the third threshold, the current regenerative braking force is controlled to not change as the required braking force increases.

2. The method for coordinated control of regenerative braking system and ABS system according to claim 1, characterized in that, If the difference between the wheel locking force and the current hydraulic braking force is not less than a third threshold, the current regenerative braking force and the current hydraulic braking force are maintained.

3. The method for coordinated control of regenerative braking system and ABS system according to claim 1, characterized in that, The vehicle status data includes vehicle speed, acceleration, lateral acceleration, yaw rate, steering wheel angle, accelerator pedal information, and brake pedal information.

4. The method for coordinated control of regenerative braking system and ABS system according to claim 1, characterized in that, The step of determining the regenerative braking control strategy based on real-time vehicle status data, and determining the current regenerative braking force and the current hydraulic braking force based on the regenerative braking control strategy, includes: The regenerative braking potential is corrected based on real-time vehicle status data to determine the current regenerative braking force; Determine the current hydraulic braking force based on the current demand braking force and the current regenerative braking force.

5. The method for coordinated control of regenerative braking system and ABS system according to claim 1, characterized in that, The method of gradually reducing the current regenerative braking force and supplementing it with hydraulic braking force to meet the current braking demand includes: The current regenerative braking force is gradually reduced according to the preset gradient, and hydraulic braking force is used to supplement it in real time to meet the current braking force requirements.

6. The method for coordinated control of regenerative braking system and ABS system according to claim 1, characterized in that, The control of the current regenerative braking force to prevent it from changing as the required braking force increases includes: The current regenerative braking force is kept constant when the required braking force increases, and hydraulic braking force is used to supplement it in real time to meet the increased required braking force. The current regenerative braking force is controlled to remain unchanged or decrease when the required braking force decreases, and combined with hydraulic braking force to meet the reduced required braking force.

7. A coordinated control device for a regenerative braking system and an ABS system, characterized in that, include: The initial braking force distribution module is used to determine the regenerative braking control strategy based on real-time vehicle status data, and to determine the current regenerative braking force and the current hydraulic braking force based on the regenerative braking control strategy. The wheel lock-up force acquisition module is used to acquire the lock-up force of each wheel in real time when ABS control is triggered during braking. The first coordination strategy control module is used to directly exit the regenerative braking system and use hydraulic braking force to meet the current braking force requirement when the difference between the locking force of any wheel and the current hydraulic braking force is less than a first threshold. The second coordination strategy control module is used to gradually reduce the current regenerative braking force and use hydraulic braking force to supplement the current braking force when the difference between the locking force of any wheel and the current hydraulic braking force is not less than the first threshold and less than the second threshold, until the regenerative braking system completely exits. The third coordination strategy control module is used to control the current regenerative braking force to remain unchanged as the demand braking force increases, provided that the difference between the locking force of any wheel and the current hydraulic braking force is not less than the second threshold and less than the third threshold.

8. The regenerative braking system and ABS system coordinated control device according to claim 7, characterized in that, Also includes: The fourth coordination strategy control module is used to maintain the current regenerative braking force and the current hydraulic braking force when the difference between the locking force of each wheel and the current hydraulic braking force is not less than the third threshold.

9. A coordinated control device for a regenerative braking system and an ABS system, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the regenerative braking system and ABS system coordinated control method as described in any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the coordinated control method for a regenerative braking system and an ABS system as described in any one of claims 1 to 6.

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