Hybrid commercial vehicle braking management control system and method

Abstract

The invention discloses a hybrid commercial vehicle braking management control system and method, and relates to the technical field of vehicle braking control, and the system comprises a load and road surface sensing module which generates a road surface comprehensive signal; the braking demand analysis module generates a power demand signal; the braking force distribution control module generates a composite braking control signal containing a regenerative braking torque distribution instruction and a friction braking pressure adjusting instruction; the electromechanical execution driving module generates a driving motor regenerative braking execution signal and a brake air pressure / hydraulic pressure adjusting execution signal so as to control a motor and a friction brake to cooperatively output braking force. The unified strategy configuration module is connected with the braking force distribution control module and the electromechanical execution driving module and provides braking distribution strategy signals containing regenerative braking intervention curves in different load states for the braking force distribution control module. The problem that the braking safety, the energy recovery efficiency and the braking smoothness are difficult to guarantee at the same time can be solved.

Description

Technical Field

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

[0002] Hybrid commercial vehicles, as a crucial component of the transportation sector, directly impact driving safety, operational economy, and driver workload through the performance of their braking systems. With the widespread adoption of hybrid technology, vehicle braking systems have evolved from a single friction braking mode to a composite braking mode combining regenerative braking provided by electric motors with traditional pneumatic or hydraulic friction braking. Regenerative braking converts some kinetic energy into electrical energy stored in the battery during vehicle deceleration, significantly improving fuel economy and driving range. However, commercial vehicles operate in extremely complex scenarios, including urban public transport, long-distance logistics, and mining, with their total mass varying dramatically between unloaded and fully loaded states—sometimes by several times. This significant load variation places stringent demands on braking system control. Current technologies primarily rely on simple braking force distribution based on vehicle speed, brake pedal opening, and battery state of charge. For example, when the battery charge is low, regenerative braking is prioritized for energy recovery; when the battery charge is sufficient or the vehicle is traveling at high speed, friction braking is relied upon more heavily. This single-dimensional control logic may be effective in passenger vehicles with constant loads, but it reveals significant shortcomings in commercial vehicles with drastically changing loads. When the vehicle is unloaded or lightly loaded, excessive intervention of regenerative braking torque can easily cause the wheel braking force to exceed the ground adhesion limit, leading to wheel lock-up or skidding, seriously threatening driving safety. Conversely, when the vehicle is heavily loaded and traveling on a long downhill section, if the regenerative braking capacity is limited or deactivated due to the battery being fully charged, the entire braking load will be borne by the friction brakes, causing a rapid increase in brake temperature, thermal fade, and a significant decrease in braking torque, posing a major safety hazard of brake failure. Furthermore, existing technologies often exhibit torque fluctuations or jolts during the electromechanical braking force switching process, affecting driving smoothness and comfort and exacerbating driver fatigue. Therefore, how to construct a braking management and control system that can adapt to changes in vehicle load and road adhesion conditions, while balancing energy recovery efficiency, braking safety, and smoothness, has become a pressing technical challenge in this field. Summary of the Invention

[0003] In view of the shortcomings of the prior art, the purpose of this invention is to provide a braking management control system and method for hybrid commercial vehicles, which solves the technical problem that existing hybrid commercial vehicle braking systems are unable to simultaneously ensure braking safety, energy recovery efficiency and braking smoothness under conditions of drastic load changes.

[0004] This invention achieves precise, safe, and efficient distribution of braking torque by sensing the vehicle's dynamic load and road surface adhesion limit in real time, and by dynamically coordinating the outputs of regenerative braking and friction braking through the braking force distribution control module based on the multi-mode intervention curve in the unified strategy configuration module.

[0005] This invention provides a braking management and control system for hybrid commercial vehicles, comprising: The load and road surface perception module acquires the vehicle's dynamic load status and real-time road surface adhesion coefficient in real time, and generates a comprehensive road surface signal. The braking demand analysis module collects the brake pedal opening signal and the opening change rate signal in real time to generate a power demand signal. The braking force distribution control module receives the road surface comprehensive signal and the power demand signal respectively. It compares the maximum braking force that the road surface can provide at present, as represented by the road surface comprehensive signal, with the power demand signal to generate a composite braking control signal that includes regenerative braking torque distribution command and friction braking pressure adjustment command. The electromechanical actuator drive module receives the composite braking control signal and generates the regenerative braking execution signal for the drive motor and the pneumatic / hydraulic adjustment execution signal for the brake, respectively, to control the motor and the friction brake to output braking force in a coordinated manner. The unified strategy configuration module is connected to the braking force distribution control module and the electromechanical execution drive module respectively. It provides the braking force distribution control module with a braking distribution strategy signal containing regenerative braking intervention curves under different load conditions, and provides the electromechanical execution drive module with actuator parameter signals containing the dynamic response characteristics of the brake.

[0006] In one embodiment of the present invention, the braking force distribution control module includes a safe braking judgment unit. This unit extracts the maximum available braking force value of the current road surface based on the road surface comprehensive signal, and compares the driver's target braking force demand in the power demand signal with the maximum available braking force value. When it is determined that the driver's target braking force demand is greater than the current maximum available braking force of the road surface, an anti-lock braking coordination control signal is generated. This signal is used to limit the output amplitude of the regenerative braking torque distribution command in the composite braking control signal, so as to prioritize the steering stability and wheel anti-lock state of the vehicle during braking.

[0007] In one embodiment of the present invention, the braking force distribution control module includes a load adaptive distribution unit. This unit receives the dynamic load state contained in the road surface integrated signal and obtains the regenerative braking intervention curves under different load states from the unified strategy configuration module. Based on whether the current dynamic load state is in the heavy load range or the light load range, the corresponding intervention curve is selected, and a regenerative braking torque distribution command adapted to the current load state is generated. This allows the vehicle to regenerative braking to intervene at a faster gradient under heavy load conditions to share the friction braking load, and regenerative braking to intervene at a slower gradient under light load conditions with fine compensation by friction braking to prevent wheel lock-up.

[0008] In one embodiment of the present invention, the load and road surface perception module calculates the adhesion coefficient state of the road surface in real time by analyzing the differences between the wheel speed sensor signals of multiple wheels and the longitudinal acceleration signal of the vehicle. At the same time, it combines the vehicle height or deformation signal output by the air suspension system or leaf spring deformation sensor to calculate the dynamic load mass of the vehicle in real time, and fuses the adhesion coefficient state and dynamic load mass to generate a comprehensive road surface signal. This signal simultaneously represents the current adhesion limit of the road surface and the actual load state of the vehicle.

[0009] In one embodiment of the present invention, the braking demand analysis module includes a braking intention prediction unit. This unit monitors the time series change trend of the brake pedal opening signal in real time and calculates its rate of change characteristics. Combined with the vehicle's current driving speed signal, it predicts the driver's target braking force change trend within a future preset time window, generates a power demand signal that includes the current braking force demand and the future braking force demand trend, and transmits the signal to the braking force distribution control module so that the braking force distribution control module can adjust the participation ratio of regenerative braking and friction braking in advance.

[0010] In one embodiment of the present invention, the unified strategy configuration module stores actuator parameter signals corresponding to different vehicle configurations and different brake types. The signals include the response delay time constant of the air braking system, the pressure build-up rate characteristics of the hydraulic braking system, and the friction coefficient temperature characteristics of the drum brake or disc brake. The electromechanical execution drive module receives the actuator parameter signals and generates a precise brake air pressure or hydraulic adjustment execution signal based on the pressure adjustment command in the composite brake control signal and the response characteristics of the current actuator.

[0011] In one embodiment of the present invention, a thermal load monitoring module is also included. This module monitors the temperature status of the friction brake in real time and generates a brake thermal load status signal, which is transmitted to the braking force distribution control module. The braking force distribution control module determines whether there is a risk of thermal fade in the current brake based on the thermal load status signal. When it is determined that there is a risk of thermal fade, the weight of the regenerative braking torque distribution command in the composite braking control signal is adjusted, the participation ratio of the motor braking is forcibly increased, and the friction braking pressure adjustment command is reduced accordingly, so that the friction brake can obtain a cooling opportunity to keep its braking performance in a cold standby state.

[0012] In one embodiment of the present invention, the braking force distribution control module includes a smooth transition control unit. During the transition process from regenerative braking to friction braking, the unit uses a dual adjustment algorithm to control the decreasing rate of change of the regenerative braking torque distribution command and the increasing rate of change of the friction braking pressure adjustment command, so that the changing rates of the two on the time axis are coordinated with each other. This ensures that, while the total braking force remains constant, the fluctuation amplitude of the vehicle braking torque per unit time is limited to a preset smoothness threshold range, thereby improving the braking comfort of the driver and passengers.

[0013] In one embodiment of the present invention, the electromechanical execution drive module is connected to the drive motor controller and the braking system electronic control unit respectively. The regenerative braking execution signal of the drive motor is transmitted to the drive motor controller to adjust the generator torque of the motor. The brake air pressure or hydraulic pressure adjustment execution signal is transmitted to the braking system electronic control unit to control the pressure regulating valve in the brake pipeline, thereby realizing the parallel execution and synergistic effect of regenerative braking force and friction braking force. The two are independent of each other at the execution level and can dynamically adjust their respective output magnitudes in real time according to the composite braking control signal.

[0014] The present invention also includes a braking management and control method for hybrid commercial vehicles, comprising: S1: Real-time acquisition of vehicle dynamic load status and real-time road adhesion coefficient, and generation of comprehensive road surface signal; S2: Real-time acquisition of brake pedal opening signal and opening change rate signal to generate power demand signal; S3: Receives the road surface integrated signal and the power demand signal respectively. Based on the comparison between the maximum braking force that the road surface can provide at present, as represented by the road surface integrated signal, and the power demand signal, a composite braking control signal containing regenerative braking torque distribution command and friction braking pressure adjustment command is generated. S4: Receives the composite braking control signal and generates the drive motor regenerative braking execution signal and the brake air / hydraulic pressure regulation execution signal respectively, so as to control the motor and friction brake to output braking force in a coordinated manner; S5: Connects to the brake force distribution control module and the electromechanical actuator drive module respectively, providing the brake force distribution control module with a brake distribution strategy signal containing regenerative braking intervention curves under different load conditions, and providing the electromechanical actuator drive module with actuator parameter signals containing the dynamic response characteristics of the brake.

[0015] The present invention provides a braking management control system and method for hybrid commercial vehicles. By sensing the vehicle's dynamic load and road adhesion limit in real time, and based on the multi-mode intervention curve in the unified strategy configuration module, the braking force distribution control module dynamically coordinates the output of regenerative braking and friction braking to generate a composite braking control signal, thereby achieving precise, safe and efficient distribution of braking torque. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a system architecture diagram of a braking management and control system for a hybrid commercial vehicle. Figure 2 This is a flowchart of a braking management and control method for hybrid commercial vehicles. Detailed Implementation

[0018] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0019] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0020] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the invention.

[0021] Please see Figure 1-2 The diagram illustrates a hybrid commercial vehicle braking management control system and method according to the present invention. The hybrid commercial vehicle braking management control system of the present invention includes a load and road surface perception module, which acquires the vehicle's dynamic load state and real-time road surface adhesion coefficient, and generates a comprehensive road surface signal; a braking demand analysis module, which acquires the brake pedal opening signal and opening change rate signal in real time, and generates a power demand signal; a braking force distribution control module, which receives the comprehensive road surface signal and the power demand signal respectively, compares the maximum braking force currently available on the road surface as represented by the comprehensive road surface signal with the power demand signal, and generates a composite braking control signal including regenerative braking torque distribution instructions and friction braking pressure adjustment instructions; an electromechanical execution drive module, which receives the composite braking control signal and generates a drive motor regenerative braking execution signal and a brake air / hydraulic pressure adjustment execution signal respectively, to control the motor and friction brake to collaboratively output braking force; and a unified strategy configuration module, which is connected to the braking force distribution control module and the electromechanical execution drive module respectively, providing the braking force distribution control module with a braking distribution strategy signal including regenerative braking intervention curves under different load states, and providing the electromechanical execution drive module with actuator parameter signals including brake dynamic response characteristics.

[0022] like Figure 1As shown, a hybrid commercial vehicle braking management and control system is characterized by its core functionality: intelligent and adaptive control of regenerative braking and friction braking through the collaborative work of multiple dedicated functional modules. The system's basic architecture comprises a load and road surface perception module, a braking demand analysis module, a braking force distribution control module, an electromechanical execution drive module, and a unified strategy configuration module. The load and road surface perception module, as the system's sensing front-end, is responsible for acquiring real-time information about the vehicle's external environment and its own status. By analyzing the differences between wheel speed sensor signals from multiple wheels and combining this with data from the vehicle's longitudinal acceleration sensor, this module can calculate and identify the adhesion coefficient of the road surface in real time, such as whether it is a dry asphalt road, a wet and slippery puddle road, or an icy and snowy road. Simultaneously, this module also acquires the vehicle's height or deformation signals by connecting to the air suspension system's height sensor or the leaf spring's deformation sensor, and calculates the vehicle's dynamic load mass in real time, i.e., the vehicle's actual load state at the current moment. After fusing the road surface adhesion coefficient status with the dynamic load mass, the load and road surface perception module generates a comprehensive road surface signal. This signal simultaneously includes the current road surface adhesion limit information and the vehicle's actual load information, providing crucial input parameters for subsequent braking force distribution decisions. The braking demand analysis module focuses on interpreting the driver's braking intentions. This module continuously monitors the brake pedal opening signal output by the pedal position sensor mounted on the brake pedal mechanism and simultaneously calculates the rate of change of this opening signal over time, i.e., how quickly the driver depresses or releases the brake pedal. Based on these real-time acquired signals, the braking demand analysis module generates a power demand signal, which accurately characterizes the target braking force the driver expects to obtain at the current moment and the urgency of its application. The braking force distribution control module is the decision-making core of the system; it receives the comprehensive road surface signal from the load and road surface perception module and the power demand signal from the braking demand analysis module.

[0023] The primary task of this module is to assess current driving safety. It compares the maximum braking force available on the current road surface, contained in the road surface integrated signal, with the driver's target braking force demand in the power demand signal. If it determines that the driver's braking force demand is safe on the current road surface—that is, it does not exceed the road adhesion limit—the brake force distribution control module enters the efficiency distribution logic, generating a composite brake control signal based on a preset strategy. This signal includes regenerative braking torque distribution instructions and friction braking pressure adjustment instructions. This signal precisely specifies how much deceleration torque the electric motor braking system should provide and how much braking pressure the friction braking system should apply to the brakes on the front and rear axles. The electromechanical actuation drive module, as the system's instruction execution end, receives the composite brake control signal from the brake force distribution control module. Internally, this module establishes communication connections with the drive motor controller and the brake system electronic control unit, converting the regenerative braking torque distribution instructions in the composite brake control signal into specific drive motor regenerative braking execution signals, which are then sent to the drive motor controller to precisely adjust the motor's generating torque, thus converting the vehicle's kinetic energy into electrical energy. Simultaneously, it converts the friction braking pressure adjustment command in the composite braking control signal into a specific brake air pressure or hydraulic pressure adjustment execution signal, and sends it to the brake system electronic control unit to control the pressure regulating valve in the brake line, achieving precise control of the brake pressure of each wheel. Through this parallel execution method, the electromechanical execution drive module ensures that regenerative braking force and friction braking force can be output in coordination according to the command requirements, working together to decelerate the vehicle. The unified strategy configuration module plays the role of a knowledge base and strategy center, connecting the brake force distribution control module and the electromechanical execution drive module respectively. This module pre-stores a large amount of control strategy data optimized for different vehicle models and application scenarios. On the one hand, it provides the brake force distribution control module with brake distribution strategy signals containing regenerative braking intervention curves under different load conditions. These curves define how regenerative braking should smoothly intervene as the total braking force demand increases under different load conditions such as vehicle no-load, half-load, and full-load. On the other hand, it provides the electromechanical actuator drive module with actuator parameter signals that include the dynamic response characteristics of the brake, such as the response delay time constant of the pneumatic braking system, the pressure build-up rate of the hydraulic braking system, and the characteristics of the friction coefficient of different types of brakes (such as drum or disc) as a function of temperature, so that the electromechanical actuator drive module can control the actuator more precisely.

[0024] Secondly, within the brake force distribution control module, a dedicated functional unit for ensuring braking safety—the safety braking judgment unit—is integrated. This unit's workflow begins with a deep analysis of comprehensive road surface signals to extract the maximum braking force that the current road surface can provide. This is a crucial safety boundary, representing the maximum longitudinal force that the wheels can transmit to the ground under the current road adhesion conditions. Exceeding this force will cause the wheels to lock up or slip. Simultaneously, this unit receives and analyzes the power demand signal from the brake demand analysis module to obtain the driver's target braking force at the current moment. The core logic of the safety braking judgment unit lies in comparing these two key values. Under normal circumstances, when the driver's braking force demand is less than or equal to the maximum braking force that the road surface can provide, the system considers the vehicle to be in a safe and controllable braking range, allowing for free optimization of energy recovery and friction braking distribution. However, once the safety braking judgment unit detects that the driver's target braking force demand exceeds the maximum braking force that the current road surface can withstand, it means that fully meeting the driver's demand will inevitably lead to wheel lock-up and tire slippage, causing the vehicle to lose steering ability or even skid and enter a highly unstable and dangerous state. At this point, the safety braking judgment unit immediately triggers the highest-priority safety intervention mechanism. It generates an anti-lock braking coordination control signal, which directly affects the instruction generation logic within the brake force distribution control module, forcibly correcting the upcoming composite braking control signal. The core of this correction lies in strictly limiting the output amplitude of the regenerative braking torque distribution instruction in the composite braking control signal. The reason for prioritizing regenerative braking is that electric motor braking has an extremely fast response speed and almost no delay in torque build-up, easily exceeding the ground adhesion limit on low-traction surfaces. By limiting its amplitude, wheel lock-up can be avoided due to excessive electric motor braking torque. Simultaneously, this anti-lock braking coordination control signal also affects the generation of friction braking pressure adjustment instructions, potentially slowing down the pressure build-up rate or limiting its maximum pressure value. This preserves the driver's ability to avoid obstacles through steering maneuvers and ensures the wheels are in a critically stable state of rolling and slipping. The existence of this safety braking judgment unit means that the entire braking management system no longer simply pursues maximizing energy recovery efficiency, but instead prioritizes braking stability and driving safety, providing a solid and reliable safety foundation for any subsequent control strategies.

[0025] Furthermore, in addition to the aforementioned safety judgment unit, the brake force distribution control module also integrates a load adaptive distribution unit. This unit is specifically responsible for handling the core challenge of drastic load changes in commercial vehicles, optimizing energy recovery efficiency and ensuring the smoothness of the braking process. This unit continuously receives comprehensive road surface signals from the load and road perception modules, extracting the current dynamic load state of the vehicle and accurately identifying whether the vehicle is under heavy, half-load, or light load conditions. Simultaneously, the load adaptive distribution unit, through its internal data interface, obtains and loads brake distribution strategy signals containing regenerative braking intervention curves under different load conditions from the unified strategy configuration module in real time. These intervention curves are not single and fixed, but rather a carefully calibrated and optimized family of curves, corresponding to various typical load conditions from no-load to full-load. When the load adaptive distribution unit determines that the vehicle is currently in a heavy-load range, it automatically selects a matching heavy-load intervention curve from the strategy library. Based on this curve, the generated regenerative braking torque distribution command will exhibit a relatively steep intervention gradient. This means that as the driver's braking force demand gradually increases, the electric motor braking will participate in the total braking force at a faster rate and with a larger proportion. The design consideration is that heavy-duty vehicles have enormous kinetic energy, and relying solely on friction braking would lead to rapid overheating and excessive wear of the brakes, even causing brake fade. Using a steep regenerative braking intervention curve allows the electric motor to share more of the braking load, converting some kinetic energy into electrical energy for recovery. This effectively reduces the burden on the friction brakes, extends their service life, and ensures they remain in a cool, ready state for critical moments. Conversely, when the load adaptive distribution unit determines that the vehicle is in a light-load or unloaded range, it immediately switches its strategy to a gentler regenerative braking intervention curve. The regenerative braking torque distribution command generated based on this curve intervenes very smoothly; even if the total braking force demand increases rapidly, the torque provided by the electric motor only increases slowly and proportionally. This is because light-duty vehicles are extremely sensitive to braking torque; any sudden torque impact can easily cause the wheel braking force to exceed the ground adhesion limit corresponding to a lighter vehicle load, thus triggering wheel lock-up. While the electric motor brakes intervene with a gentle gradient, the friction braking pressure adjustment command in the composite braking control signal generated by the load adaptive distribution unit undergoes refined dynamic compensation. In other words, the "force" that the electric motor brakes "lacks" is precisely "made up" by friction braking to ensure that the total braking force can accurately meet the driver's needs. This design, based on the adaptive switching intervention curve under load conditions, perfectly balances the wear resistance requirements under heavy loads and the safety requirements under light loads, enabling the vehicle to achieve both efficient and safe braking performance under any loading condition.

[0026] Specifically, the load and road surface perception module, as the information acquisition front end of the entire braking management and control system, determines the accuracy and reliability of all subsequent control decisions through its internal structure and working principle. This module does not simply read values ​​from a few sensors; instead, it fuses data from multiple heterogeneous sensors and applies specific algorithmic logic to ultimately generate a comprehensive signal that fully characterizes the vehicle's operating environment. Specifically, the load and road surface perception module continuously monitors the pulse signals output by the wheel speed sensors installed on each wheel. By analyzing the frequency changes of these pulse signals in real time, especially comparing the speed differences between the left and right wheels on the same axle and between the front and rear axle wheels, the module can detect whether the wheels are slipping or locking up. When the vehicle is traveling on low-friction surfaces such as ice, snow, or waterlogged surfaces, even slight braking or driving forces can cause significant differences in wheel speed compared to other wheels. The magnitude and frequency of these differences constitute the key basis for identifying the road surface adhesion state. Simultaneously, the module also connects to the vehicle's longitudinal acceleration sensor to obtain the actual acceleration or deceleration values ​​of the vehicle in the direction of travel. By comparing the theoretical acceleration calculated based on the wheel speed signals with the actual measured longitudinal acceleration, the judgment of the road surface adhesion coefficient can be further verified and corrected. For example, if the actual longitudinal acceleration is much lower than expected when the theoretical driving force is large, it indicates that the current road surface adhesion coefficient is extremely low. While acquiring the road surface adhesion coefficient status, the load and road surface perception module also needs to accurately grasp the vehicle's current real-time load mass. For commercial vehicles equipped with electronically controlled air suspension systems, the module reads signals from the height or pressure sensors in the air suspension system. The output values ​​of these sensors have a definite correspondence with the air pressure inside the airbags and the vehicle's load mass. Based on this, the module can calculate the load distribution and total mass of each axle and even the entire vehicle. For vehicles using leaf spring suspension, the module measures the deformation of the leaf springs under load using displacement sensors or strain gauges installed between the axle and the frame, thereby calculating the vehicle's load mass. Finally, the load and road surface perception module performs deep data fusion of the identified road surface adhesion coefficient status and the calculated dynamic load mass to generate a unified comprehensive road surface signal. This signal is no longer a simple list of raw data, but high-value information after verification, alignment and feature extraction. It clearly tells the system's decision-making core: what kind of road surface with what adhesion limit the vehicle is currently traveling on, and what the total mass of the vehicle itself is, providing an indispensable basis for the subsequent setting of braking force safety boundaries and the selection of allocation strategies.

[0027] In one embodiment of the present invention, the function of the braking demand analysis module is not merely to convert the mechanical displacement of the brake pedal into an electrical signal; it further undertakes the task of interpreting and predicting the driver's braking intention, thereby making the response of the entire braking system more intelligent and smooth. To achieve this goal, the module integrates a dedicated braking intention prediction unit. This unit continuously monitors the opening signal output by the brake pedal position sensor at an extremely high sampling frequency, focusing not only on the absolute value of the opening at the current moment but also on analyzing the trajectory of the signal's change over a continuous period of time. By storing and analyzing the time series of the pedal opening signal, the prediction unit can calculate the rate of change of the pedal opening, i.e., the speed at which the driver depresses or releases the pedal. A rapidly depressed pedal usually indicates an intention to brake urgently, while a slowly depressed pedal signifies a need for gradual deceleration. More importantly, based on continuous observation of the trend and rate of change of the pedal opening, combined with the vehicle's speed signal within the same time period, the braking intention prediction unit uses a built-in prediction algorithm to attempt to outline the possible changing trend of the driver's braking force demand within a very short time window in the future, such as a fraction of a second or a second. For example, if the system detects that the pedal is being pressed down at a steady rate while the vehicle speed is high, the prediction unit will infer that the driver will require greater braking force in the future. Based on this analysis, the braking demand analysis module ultimately generates a more comprehensive power demand signal. This signal not only includes the instantaneous braking force demand value determined by the current pedal opening, but also includes future braking force demand trend information calculated by the prediction unit, such as a trend coefficient indicating whether the demand will increase, remain unchanged, or decrease. Transmitting this forward-looking power demand signal to the braking force distribution control module means that the system's decision-making core can obtain a more complete picture of the decision-making process. It no longer passively responds to the driver's current actions, but can prepare and plan in advance based on predicted future demands. For example, before predicting the need for greater braking force, it can pre-adjust the participation ratio of regenerative braking and friction braking, or pre-establish a certain braking pressure, thereby effectively eliminating system response delays and making the final braking process smoother, more precise, and more composed, greatly improving driving smoothness and the feeling of oneness between driver and vehicle.

[0028] In one embodiment of the present invention, the data fusion module is a key component in ensuring measurement continuity during the switching process. It dynamically weights and fuses the output signals of the two sensors based on the switching process status signal provided by the switching execution module. The switching process status signal includes a switching start time identifier, a switching in progress identifier, and a switching completion time identifier. The data fusion module dynamically adjusts the fusion weight coefficients according to the different stages of these identifiers. At the switching start time, the switching process status signal issues a start identifier. At this point, the switching action has just begun, the physical channel has not yet been fully switched, the currently operating sensor is still outputting a stable and valid signal, and although the target sensor has been connected, it may not yet be stable. Therefore, at this stage, the data fusion module assigns the currently operating sensor a weight close to 100% and the target sensor a weight close to zero. The fused output is essentially entirely determined by the signal from the currently operating sensor. As the switching process enters the in progress stage, the switching process status signal remains active, indicating that the electronic switch is operating or the signal is transitioning. At this time, the data fusion module gradually reduces the weight of the currently operating sensor according to a preset transition curve, while simultaneously increasing the weight of the target sensor. The weight change can be linear or exponential, depending on the system's requirements for transition smoothness. During this process, the signals from the two sensors are weighted and summed according to their respective weighting coefficients, and the fused output gradually transitions from being dominated by the current sensor to being dominated by the target sensor. When the switching process enters the completion stage, a completion signal is issued, indicating that the physical switching has ended, the target sensor has been fully connected to the system and entered a stable working state, and the current working sensor has been disconnected. At this point, the data fusion module assigns the target sensor a weight of nearly 100% and the current working sensor a weight of nearly zero, and the fused output is entirely determined by the signal from the target sensor. Through this mechanism of dynamically adjusting weights during the switching process, the data fusion module can achieve seamless handover of the two sensor signals during the switching process, completely eliminating the data jump phenomenon caused by the instantaneous disconnection and connection of one signal in traditional switching methods, ensuring that the pressure measurement signal output to the external display or control system is always continuous and smooth.

[0029] like Figure 1As shown, the unified strategy configuration module, serving as the system's strategy and knowledge center, directly determines the system's adaptability to different operating conditions through the quality and richness of its internally stored data. One of the core functions of this module is to provide precise actuator parameter signals to the electromechanical actuation drive module, ensuring that control commands are accurately translated into actual braking action. In the commercial vehicle sector, there are multiple braking system technologies, and even within the same technology, the response characteristics of brakes from different brands and models vary significantly. For example, heavy-duty trucks using pneumatic braking systems require a process for the inflation pressure of the brake chamber and the stroke establishment of the brake chamber pushrod. This process has an inherent response delay time constant, which varies depending on the vehicle model and the length of the pipeline. For hydraulic braking systems, the brake fluid pressure build-up rate is affected by various factors such as the specifications of the master cylinder, the elasticity of the hydraulic pipeline, and the size of the brake wheel cylinders. Furthermore, friction brakes themselves possess complex dynamic characteristics, especially the characteristic of the friction coefficient changing with temperature. Drum brakes may experience significant changes in their coefficient of friction, even thermal fade, as temperatures rise. Disc brakes have relatively better thermal stability, but their coefficient of friction also fluctuates with temperature. The unified strategy configuration module pre-calibrates, through bench testing or real-vehicle testing, all characteristic parameters related to specific actuators, such as air pressure response delay, hydraulic pressure build-up rate, and friction coefficient temperature characteristic curves, into a standardized data format, forming actuator parameter signals. When the electromechanical actuator drive module receives a composite braking control signal from the brake force distribution control module, which includes a specific friction brake pressure adjustment command, it does not simply send this pressure command directly to the actuator valve. Instead, it first reads the actuator parameter signals of the braking system currently equipped in the vehicle from the unified strategy configuration module. Then, it performs a secondary, precise calculation of the pressure adjustment command based on these parameters. For example, if the pressure adjustment command requires reaching a target pressure value within a very short time, but the actuator parameter signals indicate a longer inherent response delay in the system, the electromechanical actuator drive module will issue a control signal with anticipatory compensation to offset the effect of the delay. Alternatively, during the control process, the pressure adjustment command can be corrected based on the real-time monitored brake temperature and the temperature characteristics of the friction coefficient in the parameter signal, to ensure that the actual generated friction braking torque is precisely consistent with the expected value. In this way, the electromechanical actuator module no longer blindly executes commands, but achieves closed-loop adaptive control of the braking actuator, ensuring that the friction brake can respond accurately and efficiently to the system's control requirements under any operating condition.

[0030] like Figure 2As shown, the present invention also includes a braking management and control method for hybrid commercial vehicles, comprising: S1: acquiring the dynamic load state and real-time road surface adhesion coefficient of the vehicle in real time, and generating a comprehensive road surface signal; S2: acquiring the brake pedal opening signal and opening change rate signal in real time, and generating a power demand signal; S3: receiving the comprehensive road surface signal and the power demand signal respectively, comparing the maximum braking force that the current road surface can provide as represented by the comprehensive road surface signal with the power demand signal, and generating a composite braking control signal including a regenerative braking torque distribution command and a friction braking pressure adjustment command; S4: receiving the composite braking control signal, and generating a regenerative braking execution signal for the drive motor and a brake air / hydraulic pressure adjustment execution signal respectively, so as to control the motor and the friction brake to output braking force in a coordinated manner; S5: connecting the braking force distribution control module and the electromechanical execution drive module respectively, providing the braking force distribution control module with a braking distribution strategy signal including regenerative braking intervention curves under different load states, and providing the electromechanical execution drive module with actuator parameter signals including the dynamic response characteristics of the brake.

[0031] Specifically, when implementing this hybrid commercial vehicle braking management and control method, the dynamic load state and real-time road adhesion coefficient of the vehicle are first acquired in real time through the load and road surface perception module. These two types of data are then fused to generate a comprehensive road surface signal that simultaneously characterizes the current road surface adhesion limit and the actual load condition of the vehicle. Simultaneously, the braking demand analysis module continuously monitors the brake pedal opening and its rate of change. Through real-time analysis of the driver's actions, a power demand signal is generated, including the current braking force demand and future demand trends. Upon receiving the comprehensive road surface signal and the power demand signal, the braking force distribution control module first extracts the maximum available braking force information from the comprehensive road surface signal and compares it with the driver's target braking force demand from the power demand signal to assess whether the current braking demand is within the safety boundary. Based on this comparison result, and combined with the braking distribution strategy signal obtained from the unified strategy configuration module, which includes regenerative braking intervention curves under different load states, the braking force distribution control module generates a composite braking control signal containing regenerative braking torque distribution commands and friction braking pressure adjustment commands. This signal precisely specifies the magnitude and proportion of the braking torque that the electric motor braking system and the friction braking system need to output. Subsequently, the electromechanical actuator drive module receives the composite braking control signal and, based on the actuator parameter signal containing the dynamic response characteristics of the brake obtained from the unified strategy configuration module, precisely corrects and adapts the control command. Finally, it generates a regenerative braking execution signal for the drive motor and a pneumatic or hydraulic adjustment execution signal for the brake, which are transmitted to the drive motor controller and the electronic control unit of the braking system, respectively. This controls the motor and the friction brake to output braking force in precise coordination, achieving safe, smooth, and efficient deceleration of the vehicle.

[0032] The present invention discloses a braking management control system and method for hybrid commercial vehicles. By sensing the vehicle's dynamic load and road adhesion limit in real time, and based on the multi-mode intervention curve in the unified strategy configuration module, the braking force distribution control module dynamically coordinates the output of regenerative braking and friction braking to generate a composite braking control signal, thereby achieving precise, safe and efficient distribution of braking torque.

[0033] Therefore, the present invention provides a hybrid commercial vehicle braking management control system and method, which solves the problem that existing hybrid commercial vehicle braking systems cannot simultaneously guarantee braking safety, energy recovery efficiency and braking smoothness under conditions of drastic load changes.

[0034] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A braking management and control system for hybrid commercial vehicles, characterized in that, include: The load and road surface perception module acquires the vehicle's dynamic load status and real-time road surface adhesion coefficient in real time, and generates a comprehensive road surface signal. The braking demand analysis module collects the brake pedal opening signal and the opening change rate signal in real time to generate a power demand signal. The braking force distribution control module receives the road surface comprehensive signal and the power demand signal respectively. It compares the maximum braking force that the road surface can provide at present, as represented by the road surface comprehensive signal, with the power demand signal to generate a composite braking control signal that includes regenerative braking torque distribution command and friction braking pressure adjustment command. The electromechanical actuator drive module receives the composite braking control signal and generates a regenerative braking execution signal for the drive motor and a pneumatic / hydraulic pressure regulation execution signal for the brake, respectively, to control the motor and the friction brake to output braking force in a coordinated manner. A unified strategy configuration module is connected to both the braking force distribution control module and the electromechanical execution drive module. It provides the braking force distribution control module with a braking distribution strategy signal that includes regenerative braking intervention curves under different load conditions, and provides the electromechanical execution drive module with actuator parameter signals that include the dynamic response characteristics of the brake.

2. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, The braking force distribution control module includes a safety braking judgment unit. This unit extracts the maximum available braking force value of the current road surface based on the road surface comprehensive signal, and compares the driver's target braking force demand in the power demand signal with the maximum available braking force value. When it is determined that the driver's target braking force demand is greater than the current maximum available braking force of the road surface, an anti-lock braking coordination control signal is generated. This signal is used to limit the output amplitude of the regenerative braking torque distribution command in the composite braking control signal, so as to prioritize the steering stability and wheel anti-lock state of the vehicle during braking.

3. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, The braking force distribution control module includes a load adaptive distribution unit. This unit receives the dynamic load state contained in the road surface integrated signal and obtains the regenerative braking intervention curves under different load states from the unified strategy configuration module. Based on whether the current dynamic load state is in the heavy load range or the light load range, the corresponding intervention curve is selected, and a regenerative braking torque distribution command adapted to the current load state is generated. This allows the vehicle to engage regenerative braking at a faster gradient under heavy load conditions to share the friction braking load, and engage regenerative braking at a slower gradient under light load conditions with fine compensation by friction braking to prevent wheel lock-up.

4. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, The load and road surface perception module analyzes the differences between wheel speed sensor signals of multiple wheels and the vehicle's longitudinal acceleration signal to calculate the adhesion coefficient state of the road surface in real time. At the same time, it combines the vehicle height or deformation signal output by the air suspension system or leaf spring deformation sensor to calculate the dynamic load mass of the vehicle in real time. The adhesion coefficient state and dynamic load mass are fused to generate the comprehensive road surface signal, which simultaneously represents the current road surface adhesion limit and the actual load state of the vehicle.

5. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, The braking demand analysis module includes a braking intention prediction unit, which monitors the time-series variation trend of the brake pedal opening signal in real time and calculates its rate of change characteristics. By combining the vehicle's current speed signal, the system predicts the driver's target braking force change trend within a preset time window, generates a power demand signal that includes the current braking force demand and the future braking force demand trend, and transmits this signal to the braking force distribution control module so that the braking force distribution control module can adjust the participation ratio of regenerative braking and friction braking in advance.

6. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, The unified strategy configuration module stores actuator parameter signals corresponding to different vehicle configurations and different brake types. These signals include the response delay time constant of the air braking system, the pressure build-up rate characteristics of the hydraulic braking system, and the friction coefficient temperature characteristics of the drum brake or disc brake. The electromechanical actuator drive module receives these actuator parameter signals and generates precise brake air pressure or hydraulic adjustment execution signals based on the pressure adjustment command in the composite brake control signal and the response characteristics of the current actuator.

7. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, It also includes a thermal load monitoring module, which monitors the temperature status of the friction brake in real time and generates a brake thermal load status signal, which is transmitted to the braking force distribution control module. The braking force distribution control module determines whether there is a risk of thermal fade in the current brake based on the thermal load status signal. When it is determined that there is a risk of thermal fade, it adjusts the weight of the regenerative braking torque distribution command in the composite braking control signal, forcibly increases the participation ratio of the motor braking and correspondingly reduces the friction braking pressure adjustment command, so that the friction brake can obtain a cooling opportunity to keep its braking performance in a cold standby state.

8. The hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, The braking force distribution control module includes a smooth transition control unit. During the transition from regenerative braking to friction braking, this unit uses a dual adjustment algorithm to control the decreasing rate of change of the regenerative braking torque distribution command and the increasing rate of change of the friction braking pressure adjustment command, respectively. This ensures that the rates of change of the two on the time axis are coordinated, so that the fluctuation of the vehicle braking torque per unit time is limited to a preset smoothness threshold range while the total braking force remains constant, thereby improving the braking comfort of the driver and passengers.

9. A hybrid commercial vehicle braking management and control system according to claim 1, characterized in that, The electromechanical actuator is connected to the drive motor controller and the brake system electronic control unit respectively. The regenerative braking execution signal of the drive motor is transmitted to the drive motor controller to adjust the motor's generating torque. The brake air pressure or hydraulic pressure adjustment execution signal is transmitted to the brake system electronic control unit to control the pressure regulating valve in the brake pipeline. This achieves the parallel execution and synergistic effect of regenerative braking force and friction braking force. The two are independent of each other at the execution level and can dynamically adjust their respective output magnitudes in real time according to the composite braking control signal.

10. A method for a hybrid commercial vehicle braking management control system according to any one of claims 1-9, comprising: S1: Real-time acquisition of vehicle dynamic load status and real-time road adhesion coefficient, and generation of comprehensive road surface signal; S2: Real-time acquisition of brake pedal opening signal and opening change rate signal to generate power demand signal; S3: Receive the road surface integrated signal and the power demand signal respectively, compare the maximum braking force that the current road surface can provide as represented by the road surface integrated signal with the power demand signal, and generate a composite braking control signal that includes regenerative braking torque distribution command and friction braking pressure adjustment command. S4: Receive the composite braking control signal, and generate a drive motor regenerative braking execution signal and a brake air / hydraulic pressure adjustment execution signal respectively, so as to control the motor and friction brake to output braking force in a coordinated manner; S5: Provides a brake distribution strategy signal that includes regenerative braking intervention curves under different load conditions, and provides actuator parameter signals that include the dynamic response characteristics of the brake.

Images