Hub motor integrated system and control method

Abstract

The invention relates to a hub motor integrated system and a control method, and belongs to the technical field of automobile driving systems.The hub motor integrated system comprises a motor, a speed reducer and a brake which share one end face, and the motor is located in the middle of the hub motor integrated system; the motor comprises a motor stator, a motor rotor, a motor rotary transformer and a rotor support, the motor stator is fixedly attached to the inner wall of a shell of the motor, the motor rotor and the motor stator are coaxially assembled on the rotor support, and the motor rotary transformer is installed on the rotor support; a planetary gear, a sun gear and an inner gear ring of the speed reducer are meshed with one another; the brake and the motor stator are sealed through a plurality of sealing channels. The technical problem that in the prior art, a hub motor system is huge in structure and poor in sealing performance, and consequently noise is large is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile drive systems, and in particular to a hub motor integrated system and a control method. Background Art

[0002] With the development of new energy vehicle technology, wheel hub motors are also being updated. The axial and radial dimensions between the rim and suspension of passenger cars are limited, and the size of the drive motor, reduction mechanism, and brake are limited by the rim. In order to meet the performance requirements of multiple driving conditions, it is necessary to study the contradiction between torque demand and power unit volume and find a solution to improve the torque density of the wheel hub motor system. The current mainstream wheel hub motor system has multiple structural redundancies and high unsprung mass, and cannot meet the requirements of light weight, high strength, and low noise while ensuring high performance.

[0003] The existing wheel hub motor is bulky, which increases the unsprung mass of the vehicle. At the same time, since the electric braking capacity of the wheel hub motor system is small, it cannot meet the braking performance requirements of the whole vehicle, and usually requires an additional mechanical braking system. Summary of the invention

[0004] In view of this, it is necessary to provide a hub motor integrated system and control method to solve the technical problems in the prior art that the hub motor system has a bulky structure and poor sealing, resulting in high noise.

[0005] In order to solve the above problems, the present invention provides a hub motor integrated system, comprising: The motor, the reducer and the brake are formed with a common end surface, and the motor is located in the middle of the wheel hub motor integrated system; The motor comprises a motor stator, a motor rotor, a motor resolver and a rotor bracket, wherein the motor stator is fixedly attached to the inner wall of the motor housing, the motor rotor is coaxially assembled with the motor stator on the rotor bracket, and the motor resolver is installed on the rotor bracket; The planetary gears, sun gear and inner ring gear of the reducer are meshed with each other; The brake and the motor stator are sealed by multiple sealing channels.

[0006] In a possible implementation manner, it further includes friction material carbon ceramics, and the friction material carbon ceramics is fixedly mounted on the rotor bracket.

[0007] In one possible implementation, the multi-pass oil seal includes a first sealing channel, a second sealing channel and a third sealing channel, the interior of the motor housing and the end face of the brake have mutually matching protrusions to form a first sealing channel, a spiral groove between the brake and the motor stator forms a second sealing channel, and a dustproof brush forms a third sealing channel.

[0008] In a possible implementation, the planet carrier is rotatably connected to the reducer housing via a tapered roller bearing.

[0009] In a second aspect, the present invention further provides a control method for a wheel hub motor integrated system, which is applied to any of the above-mentioned wheel hub motor integrated systems, comprising: Classifying the driver's braking intention to obtain the driver's braking intention level information; The braking intention recognition model is trained using the driver's braking intention level information to obtain a fully trained braking intention recognition model; wherein the braking intention recognition model includes a fuzzy rule module and a defuzzification module; The real-time pedal opening and opening change rate are input into the braking intention recognition model to obtain the real-time driver's braking intention; The motor-hydraulic compound braking force distribution result is determined based on the real-time driver's braking intention and the preset braking torque distribution rule.

[0010] In a possible implementation, the classifying the driver's braking intention to obtain the driver's braking intention level information includes: The driver's braking intention is determined according to the pedal opening and the pedal opening rate, wherein the driver's braking intention level information includes light-intensity braking, medium-intensity braking, heavy-intensity braking and emergency braking.

[0011] In a possible implementation, the fuzzy rule module includes a fuzzification layer and a rule layer; The membership function corresponding to the fuzzy layer is expressed by the following formula:

[0012] in, is the membership function width; is the membership function center, represents the degree of membership, A represents a language variable, x represents the input variable, i Indicates the number of input dimensions, j Represents the fuzzy segmentation number of the input quantity; The rule layer is expressed by the following formula:

[0013] in, represents the degree of membership, i Indicates the number of input dimensions, j represents the number of fuzzy segmentation of the input quantity, Represents a rule.

[0014] In a possible implementation, the fuzzy rules include at least a first rule, a second rule, a third rule and a fourth rule, wherein: The first rule is that if the pedal opening is small and changes slowly, the braking intention is low-intensity braking; The second rule is that if the pedal opening is medium and the change is medium, the braking intention is medium-intensity braking; The third rule is that if the pedal opening is large and changes quickly, the braking intention is high-intensity braking; The fourth rule is that if the pedal opening is very large and changes very quickly, the braking intention is emergency braking.

[0015] In a possible implementation, the method further includes: The preset Gaussian kernel function method is used to map the nonlinear function of the driver's driving style classification to obtain high-dimensional spatial features; Training an initial support vector machine model according to the high-dimensional spatial features to obtain a driving style classification model; The real-time brake pedal opening and the brake pedal opening rate are input into the driving style classification model to obtain the driving style classification.

[0016] In a possible implementation, the inputting the real-time brake pedal opening and the brake pedal opening rate into the driving style classification model to obtain the driving style classification includes: According to the driving style classification, the maximum braking impact expected by the current driver is determined; Taking the expected maximum braking impact force as the constraint condition, the change rate of the motor braking torque and the wheel cylinder hydraulic pressure is determined.

[0017] The beneficial effects of the present invention are: the drive-transmission integrated electric wheel solution with highly integrated motor, reducer and brake has compressed the axial size, and while using lightweight materials to reduce the unsprung mass, it ensures high strength and high performance of the vehicle. The heat and dust generated by the brake will bring severe tests to the operating environment of the motor. The present invention sets three seals, namely labyrinth seal, dynamic seal and dustproof brush, to isolate a large amount of dust and heat from the motor. In order to greatly exert the electric braking capacity of the hub motor, the present invention has developed a series braking strategy with electric braking as the main and mechanical braking as the auxiliary, which exerts the high performance of the electric wheel system.

[0018] Furthermore, a driver braking intention classification model is established to classify and judge the driver's braking intention, so as to provide more precise and timely control signals for the vehicle's active safety system by accurately identifying the driver's braking intention, thereby improving the overall safety performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1A schematic structural diagram of an embodiment of a hub motor integrated system provided by the present invention; Figure 2 An exploded diagram of an electric wheel in the hub motor integrated system provided by the present invention; Figure 3 A schematic diagram of the brake structure in the wheel hub motor integrated system provided by the present invention; Figure 4 A schematic diagram of a swallowtail spiral groove structure in the hub motor integrated system provided by the present invention; Figure 5 A schematic diagram of a three-seal structure in the hub motor integrated system provided by the present invention; Figure 6 A flow chart of an embodiment of a control method for a hub motor integrated system provided by the present invention; Figure 7 A longitudinal force analysis diagram of a vehicle during braking in the control method of the wheel hub motor integrated system provided by the present invention; in, Figure 1 In: 1-motor stator housing, 2-reducer end cover bolts, 3-inner gear ring, 4-planetary gear, 5-reducer end cover, 6-wheel bolts, 7-planet carrier, 8-sun gear, 9-planetary shaft, 10-cassette oil seal, 11-oil seal, 12-tapered roller bearing, 13-locking nut, 14-inner rotor bracket, 15-dust brush, 16-three-phase line, 17-labyrinth seal, 18-motor end cover, 19-carbon ceramic friction material, 20-brake push rod, 21-spline hub, 22-brake spring, 23-brake shoe, 24-motor resolver, 25-motor stator, 26-motor rotor; Figure 2 In: 1-drum brake, 2-reducer housing and rotor bracket, 3-three-phase line, 4-reducer assembly, 5-motor housing, 6-motor stator and rotor assembly, 7-dynamic seal assembly; Figure 3 Middle: 1-brake shoe, 2-brake push rod, 3-brake spring, 4-brake hub, 5-brake wheel cylinder; Figure 5 Middle: 1-end face gas dynamic seal, 2-dustproof brush assembly, 3-labyrinth seal. DETAILED DESCRIPTION

[0020] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0021] A specific embodiment of the present invention discloses a hub motor integrated system, including a motor, a reducer and a brake, see Figure 1-Figure 4 ,include: The motor, the reducer and the brake are formed with a common end surface, and the motor is located in the middle of the wheel hub motor integrated system; The motor comprises a motor stator, a motor rotor, a motor resolver and a rotor bracket, wherein the motor stator is fixedly attached to the inner wall of the motor housing, the motor rotor is coaxially assembled with the motor stator on the rotor bracket, and the motor resolver is installed on the rotor bracket; The planetary gears, sun gear and inner ring gear of the reducer are meshed with each other; The brake and the motor stator are sealed by multiple oil seals.

[0022] In this embodiment, the drive-transmission integrated electric wheel solution with highly integrated motor, reducer and brake has compressed the axial size, and uses lightweight materials to reduce the unsprung mass while ensuring high strength and high performance of the vehicle. The heat and dust generated by the brake will bring severe tests to the operating environment of the motor. The present invention sets three seals, namely labyrinth seal, dynamic seal and dustproof brush, to isolate a large amount of dust and heat from the motor. In order to greatly exert the electric braking capacity of the hub motor, the present invention has developed a series braking strategy with electric braking as the main and mechanical braking as the auxiliary, which exerts the high performance of the electric wheel system.

[0023] Specifically, the motor is located in the middle of the assembly and shares a housing with the reducer and brake. The motor rotor bracket 14 is the power output part of the motor. One end of its main shaft is connected to the reducer sun gear 8 through a spline 21, directly transmitting power to the reducer to avoid power efficiency loss. One end is connected to the brake placed inside the motor housing. When braking, the motor is stopped by stopping the rotor bracket 10.

[0024] The inner rotor motor is mainly composed of a motor stator 25, a motor rotor 26, a motor resolver 24, and a rotor bracket 14. The motor stator 25 is close to the inner wall of the motor housing 1, and the housing is used to limit the position. The motor rotor 26 and the motor stator 25 are coaxially assembled on the rotor bracket 14, and there is an air gap between the two. The motor resolver 24 is located on the rotor bracket 14, which can realize high-precision monitoring of the motor output angular displacement and angular velocity. During operation, the motor rotor 26 rotates, driving the motor rotor bracket 14 to rotate. At this time, the motor resolver monitors the angular velocity and angular displacement of the rotor bracket.

[0025] The speed reduction mechanism of the speed reducer is composed of a sun gear 8, a planetary gear 4, an inner gear ring 3, a planetary carrier 7, a planetary gear shaft 9, and a wheel bolt 6. The sun gear 8 is connected to the motor rotor bracket 14 through a spline to realize the input of power. The planetary gear 4 meshes with the sun gear 8 and the inner gear ring 3 to achieve the purpose of speed reduction. The planetary gear shaft 9 outputs the power of the planetary gear 4 to the wheel bolt 6, and the wheel bolt 6 outputs the decelerated power to the wheel. The planetary gear 4 is installed on the planetary carrier, and the relative rotation between the planetary carrier 7 and the speed reducer housing is ensured by a tapered roller bearing 12. The sealing of the speed reducer is realized by three rotating oil seals, among which the isolation from the harsh external environment is ensured by a cassette oil seal 10, the connection between the rotor bracket 14 and the sun gear 8 is sealed by an oil seal 11, and the locking nut of the speed reducer is sealed by an oil seal.

[0026] The brake adopts drum brake, such as Figure 3 The significant change of this solution is that the brake and the motor are not independently isolated, which greatly reduces the axial size. Figure 1 The friction material carbon ceramic 19 is fixed on the rotor bracket, and the motor has a built-in brake. When braking is required, Figure 3 , the brake wheel cylinder 5 builds up pressure, which is then transmitted to the brake push rod 2 through the brake spring 3. The push rod 2 acts on the brake shoe 1. Figure 1 The friction of the carbon ceramic 19, the medium friction material, directly stops the rotor bracket 14 and indirectly stops the motor rotor 26, the power is interrupted, and the wheels stop to achieve the braking effect.

[0027] When operating under normal working conditions, after the motor is powered on, the motor rotor 26 starts to rotate, driving the rotor bracket 14 inside the motor to rotate together. The rotor bracket 14 drives the brake to rotate synchronously through the central rotating shaft while outputting power to the reducer sun gear 8. The planetary gears achieve deceleration by meshing with the sun gear 8 and the inner ring gear 3, and output power to the wheel bolts through the planetary gear shaft, and the wheel bolts output the decelerated power to the wheels.

[0028] Considering the sealing and heat dissipation at the same time, since there is a gap between the brake and the motor stator operating environment, three seals are designed to prevent the dust generated by the brake from polluting the motor operating environment. There are three seals in total, including labyrinth seal, end face gas dynamic seal and circumferential dust brush, such as Figure 3 As shown. The labyrinth seal is the first protection. Coordinated protrusions are designed inside the motor housing and on the end face of the brake to form a labyrinth. The labyrinth design blocks most large dust particles from entering the motor; the second protection is the swallowtail spiral groove and annular spiral groove end face gas dynamic seals. When the electric wheel rotates, a rotating air film is generated to isolate small dust particles. The design principle is: Figure 4 is the geometric model of the grooved end face of the spiral groove dry gas seal, where , are the inner and outer radii of the end face, is the groove bottom radius; is the helix angle, is the arc angle of the spiral groove outer diameter, and are the starting angle and ending angle of a spiral line. In the polar coordinate system, the equation of the logarithmic spiral is ,in is the polar diameter, is the polar angle. In order to characterize the length and width of the spiral groove, the groove length ratio is introduced (ratio of spiral groove length to seal face width) and groove aspect ratio (Ratio of spiral groove length to groove width on the outer circle).

[0029] Spiral groove length The calculation formula is:

[0030] Width of spiral groove on outer circumference Calculation

[0031] The spiral groove length ratio is and slot aspect ratio They are:

[0032] Assuming that there is laminar, isothermal and isovistent gas between the end faces of the spiral groove dry gas seal, the dimension-Reynolds equation for calculating the end face gas film pressure is:

[0033] In formula (5), each dimension parameter is defined as

[0034] In the formula, is the air film pressure between the end faces; is the pressure at the inner diameter; is the thickness of the air film in the non-grooved area of ​​the end face; is the spiral groove depth; is the film thickness at any location on the end face. In the non-grooved area of ​​the end face, , in the end face slot area, ; is the seal compression number, is the gas viscosity, is the angular velocity.

[0035] get After the distribution, it is not difficult to calculate the end opening force of the spiral groove dry gas seal and air film axial stiffness , the calculation formulas are as follows:

[0036] The dust brush is designed as the last line of defense. When the vehicle is stationary, it prevents dust from entering the motor due to vehicle vibration. The spring in the dust brush is controlled to support the rotor bracket to play an isolation role. When the vehicle is moving, the dust brush is controlled not to contact the rotor bracket to prevent friction damage. The dust brush and the end face dynamic seal are assembled in a ring assembly, which is hot-fitted onto the rotor bracket during installation for easy installation.

[0037] Based on the above wheel hub motor integrated system, the embodiment of the present invention further provides a control method for the wheel hub motor integrated system. Figure 6 ,include: S601, classifying the driver's braking intention to obtain driver's braking intention level information; S602, training a braking intention recognition model using the driver's braking intention level information to obtain a fully trained braking intention recognition model; wherein the braking intention recognition model includes a fuzzy rule module and a defuzzification module; S603, inputting the real-time pedal opening and opening change rate into a braking intention recognition model to obtain the real-time driver's braking intention; S604: Determine the motor-hydraulic compound braking force distribution result according to the real-time driver's braking intention and the preset braking torque distribution rule.

[0038] In this embodiment, a driver braking intention classification model is established to classify and judge the driver's braking intention, so that the driver's braking intention can be accurately identified to provide a more precise and timely control signal for the vehicle's active safety system, thereby improving the overall safety performance.

[0039] Specifically, the driver's braking intention is divided into four types according to the degree of braking urgency: low-intensity braking (minor braking operation of maintaining a certain speed and continuously pressing the pedal lightly), medium-intensity braking (braking operation taken in abnormal conditions to achieve vehicle deceleration or parking), high-intensity braking (rapid deceleration or parking in the face of potential driving dangers), and emergency braking (emergency braking taken in emergencies). An adaptive fuzzy neural network identifier is designed using the Sugeno fuzzy neural network model to identify the driver's braking intention. The network consists of five layers, the first four layers constitute matching fuzzy rules, and the last layer defuzzifies to generate fuzzy rules. The brake pedal opening and opening change rate are input into the network, and the membership function corresponding to the input variable in the fuzzy set of the linguistic variable value is calculated: , where n is the dimension of the input 2, and m is the fuzzy segmentation number of the input 4. Therefore, the membership function is:

[0040] Where: is the membership function width; is the membership function center.

[0041] Then the fuzzy rules are formulated, namely:

[0042] The fourth layer performs normalization and finally defuzzification, which is the clarification of the fuzzy neural network.

[0043] Furthermore, in step S604, after obtaining the driver's braking deceleration, from multiple angles such as the front and rear axle braking force distribution of the vehicle, ECE braking regulations, vehicle regenerative braking constraints and braking impact degree limits, with high safety and high comfort as the goal, a motor-hydraulic composite braking force distribution strategy that meets the regulations, ensures safety, and adapts to the driver's driving habits is designed. Under most working conditions, electric braking plays the main braking capacity. When the battery SOC is too high, the ABS is working, or the wheel hub motor system fails, the regenerative braking exits and the mechanical braking enters. According to power calculations and battery motor constraints, when the electric braking capacity cannot meet the vehicle's braking capacity, the mechanical brake fluid pressure is used to make up for the missing torque.

[0044] The braking force is distributed to the front and rear axles. When a car is driving on a straight road, when encountering an emergency, the driver takes the brake operation, the car starts to brake to slow down, ignoring the air resistance when the car brakes and slows down. At this time, the longitudinal force of the whole vehicle is as follows Figure 7 As shown. Among them, , are the normal reaction forces on the front and rear axles, , are the ground braking forces of the front and rear axles, a and b represent the distances from the center of mass of the vehicle to the front and rear axles, L represents the wheelbase of the vehicle, represents the height from the center of mass to the road surface, and m represents the vehicle mass.

[0045] By analyzing the force on the vehicle and taking the torque at the ground contact points of the front and rear wheels of the vehicle, we can obtain:

[0046] Because during the vehicle braking process, , , we can get the ground normal reaction force of the front and rear axles of the vehicle as:

[0047] When a vehicle begins to brake on the road, without considering the effect of the ABS system, three situations may occur: (1) the front wheels lock and skid first; (2) the rear wheels lock and skid first; (3) the front and rear wheels lock and skid at the same time. The degree of danger of the three situations is also different.

[0048] When the car is in working condition (1), the vehicle will lose its steering ability and its directional stability will decrease. When the car is in working condition (2), the vehicle will experience dangerous conditions such as skidding and tail swinging. The car is in an unstable and dangerous condition. When the car is in working condition (3), the road adhesion coefficient utilization rate is the highest. While avoiding dangerous conditions such as skidding and tail swinging, the vehicle also has a certain directional stability. Therefore, locking the front and rear axles at the same time is the most ideal braking condition, as shown in the following formula:

[0049] The road adhesion coefficient can be eliminated by combining equations (12) and (13): , we can get the ideal braking force distribution relationship between the front and rear axles. The curve drawn by substituting the vehicle parameter information is called the I curve:

[0050] The front and rear axle torques are distributed according to the I curve, and the motor speed is obtained in real time to calculate the maximum allowable braking torque of the motor at this time. At the same time, the VCU determines whether the maximum allowable braking torque of the rear axle (single) hub motor is less than the required braking torque of the front axle / 2. If the condition is met, the left rear (right rear) wheel electric braking torque command is equal to the maximum allowable braking torque of the hub motor; the left rear (right rear) hydraulic brake braking torque command is equal to the rear axle braking torque / 2 - the maximum allowable braking torque of the hub motor; if the condition is not met, the left rear (right rear) wheel electric braking torque command is equal to the required braking torque of the rear axle / 2; the left rear (right rear) wheel hydraulic brake braking torque command is equal to 0.

[0051] The braking smoothness is limited according to the braking impact. The braking impact is the rate of change of the vehicle's deceleration during longitudinal braking. The braking impact can directly reflect the passenger discomfort caused by the change of vehicle braking. Generally, the smaller the braking impact during braking, the better the braking smoothness, the smaller the rate of change of the vehicle's pitch angle, and the better the driver's comfort.

[0052] The expression of automobile braking impact degree is:

[0053] Where: is the vehicle braking impact ); is the vehicle braking deceleration ( ); v is the longitudinal velocity of the vehicle ( ).

[0054] In some embodiments, a preset Gaussian kernel function method is used to map the nonlinear function of the driver's driving style classification to obtain a high-dimensional spatial feature; Training an initial support vector machine model according to the high-dimensional spatial features to obtain a driving style classification model; The real-time brake pedal opening and the brake pedal opening rate are input into the driving style classification model to obtain the driving style classification.

[0055] In this embodiment, in order to achieve the desired braking impact degree limit under different driving styles and ensure the smoothness of the operation of the electro-hydraulic composite braking force distribution strategy, the driving style recognition module first identifies the driver's driving style, and determines the time required for the vehicle braking force to increase to the maximum value through the driving style. Then, the current driver's expected maximum braking impact degree is determined according to the braking mode information output by the control strategy, and the change rate of the motor braking torque and the wheel cylinder hydraulic pressure is constrained according to the maximum braking impact degree limit to ensure the smoothness of the composite braking system mode switching. At the same time, the purpose of controlling the braking impact degree is achieved by limiting the motor torque and the wheel cylinder hydraulic pressure.

[0056] Based on the braking data set, driving style clustering is performed using fuzzy C-means clustering, and driving styles are divided into three categories: aggressive, standard and conservative. The support vector machine (SVM) algorithm is trained based on the vehicle braking history data and classification results, and a suitable SVM classifier is obtained as a driving style identification module.

[0057] First, the nonlinear data of driving style classification is mapped to a high-dimensional feature space through the Gaussian kernel (RBF) function. The formula is as follows:

[0058] In the formula is the Gaussian kernel function, is the kernel function parameter.

[0059] Kernel function parameters When the RBF function is selected as the kernel function, the parameters of the function implicitly determine the data mapping. Substitute the optimal identification function problem for solving the driving style into the optimal hyperplane formula:

[0060] When constructing the constraint function, in order to improve the classification effect of SVM identification on driving style, a penalty coefficient C is added, which will affect the generalization ability of the constraint function. Construct the constraint optimization formula:

[0061] The training set data classified by the FCM algorithm is input into the driving style recognition model based on SVM to obtain the accurate driving style.

[0062] By designing an inverse model, the main actuation force is obtained from the required braking torque. Generally speaking, the calculation formula of the vehicle hydraulic braking torque T is shown in (19):

[0063] In the formula, is the proportional coefficient of the hydraulic brake system, is the wheel cylinder pressure.

[0064] The braking torque required by the current vehicle can be calculated by formula (20):

[0065] In the formula is the hydraulic piston diameter, is the effective radius of the brake disc, is the friction coefficient, For mechanical efficiency.

[0066] Combining equations (19) and (20) yields the proportionality coefficient for:

[0067] After the expected mechanical braking torque of the vehicle is given, the expected main actuation pressure of the vehicle is calculated by using the reverse table lookup method. In view of the fact that the braking system has a certain hysteresis characteristic during the actual operation of the vehicle, the hysteresis response time is set to 0.06 seconds, and the upper limit of the main actuation pressure and its pressure increase rate are limited to ensure the safe operation of the vehicle during braking. The maximum pressure is not more than 15 MPa, and the maximum pressure increase rate is not more than 125 MPa / s.

[0068] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A hub motor integrated system, characterized in that: include: Motors, reducers and brakes; The motor, the reducer and the brake are formed with a common end surface, and the motor is located in the middle of the wheel hub motor integrated system; The motor comprises a motor stator, a motor rotor, a motor resolver and a rotor bracket, wherein the motor stator is fixedly attached to the inner wall of the motor housing, the motor rotor is coaxially assembled with the motor stator on the rotor bracket, and the motor resolver is installed on the rotor bracket; The planetary gears, sun gear and inner ring gear of the reducer are meshed with each other; The brake and the motor stator are sealed by multiple sealing channels.

2. The wheel hub motor integrated system according to claim 1, characterized in that: It also includes friction material carbon ceramics, and the friction material carbon ceramics is fixedly installed on the rotor bracket.

3. The wheel hub motor integrated system according to claim 1, characterized in that: The multi-pass oil seal includes a first sealing channel, a second sealing channel and a third sealing channel. The inside of the motor housing and the end face of the brake have mutually matching protrusions to form a first sealing channel, a spiral groove is provided between the brake and the motor stator to form a second sealing channel, and a dustproof brush is provided to form a third sealing channel.

4. The wheel hub motor integrated system according to claim 1, characterized in that: The planet carrier is rotatably connected to the reducer housing via a tapered roller bearing.

5. A control method for a wheel hub motor integrated system, applied to the wheel hub motor integrated system according to any one of claims 1 to 4, characterized in that: include: Classifying the driver's braking intention to obtain the driver's braking intention level information; The braking intention recognition model is trained using the driver's braking intention level information to obtain a fully trained braking intention recognition model; wherein the braking intention recognition model includes a fuzzy rule module and a defuzzification module; The real-time pedal opening and opening change rate are input into the braking intention recognition model to obtain the real-time driver's braking intention; The motor-hydraulic compound braking force distribution result is determined based on the real-time driver's braking intention and the preset braking torque distribution rule.

6. The control method of the wheel hub motor integrated system according to claim 5, characterized in that: The classifying of the driver's braking intention to obtain the driver's braking intention level information includes: The driver's braking intention is determined according to the pedal opening and the pedal opening rate, wherein the driver's braking intention level information includes light-intensity braking, medium-intensity braking, heavy-intensity braking and emergency braking.

7. The control method of the wheel hub motor integrated system according to claim 5, characterized in that: The fuzzy rule module includes a fuzzification layer and a rule layer; The membership function corresponding to the fuzzy layer is expressed by the following formula: in, is the membership function width; is the membership function center, represents the degree of membership, A represents a language variable, x represents the input variable, i Indicates the number of input dimensions, j Represents the fuzzy segmentation number of the input quantity; The rule layer is expressed by the following formula: in, represents the degree of membership, i Indicates the number of input dimensions, j represents the number of fuzzy segmentation of the input quantity, Represents a rule.

8. The control method of the wheel hub motor integrated system according to claim 7, characterized in that: The fuzzy rules at least include a first rule, a second rule, a third rule and a fourth rule, wherein: The first rule is that if the pedal opening is small and changes slowly, the braking intention is low-intensity braking; The second rule is that if the pedal opening is medium and the change is medium, the braking intention is medium-intensity braking; The third rule is that if the pedal opening is large and changes quickly, the braking intention is high-intensity braking; The fourth rule is that if the pedal opening is very large and changes very quickly, the braking intention is emergency braking.

9. The control method of the wheel hub motor integrated system according to claim 8, further comprising: The preset Gaussian kernel function method is used to map the nonlinear function of the driver's driving style classification to obtain high-dimensional spatial features; Training an initial support vector machine model according to the high-dimensional spatial features to obtain a driving style classification model; The real-time brake pedal opening and the brake pedal opening rate are input into the driving style classification model to obtain the driving style classification.

10. The control method of the in-wheel motor integrated system according to claim 9, wherein the step of inputting the real-time brake pedal opening and the brake pedal opening rate into a driving style classification model to obtain a driving style classification comprises: According to the driving style classification, the maximum braking impact expected by the current driver is determined; Taking the expected maximum braking impact force as the constraint condition, the change rate of the motor braking torque and the wheel cylinder hydraulic pressure is determined.

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