Electromagnetic redundancy braking integrated angle module drive-by-wire chassis system and control method thereof

Abstract

The invention discloses an electromagnetic redundancy braking integrated angle module drive-by-wire chassis system and a control method thereof, and relates to the technical field of automobile drive-by-wire braking. The electromagnetic redundancy braking integrated angle module drive-by-wire chassis system comprises a VCU, four braking angle modules and a power source; each brake angle module comprises an ECU, a brake disc, a drive motor, a brake motor, a first connecting shaft, a second connecting shaft and a third connecting shaft, the brake disc is connected with the drive shaft, a first clutch is connected between the end, away from the brake disc, of the drive shaft and a rotor of the drive motor, the brake disc is provided with a brake block, and the brake block is connected with the brake motor. The chassis system is provided with the four brake angle modules and the VCU, the running state of the whole vehicle is calculated and managed in a centralized mode through the VCU, and the running mode of the chassis system is regulated and controlled in combination with real-time feedback information uploaded by the ECU in the brake angle modules, so that the braking efficiency of the whole vehicle is improved, and the braking efficiency of the whole vehicle is improved. And therefore, the functional redundancy, safety and reliability of the chassis system under different working conditions are ensured.

Description

Technical Field

[0001] This invention relates to the field of automotive brake-by-wire technology, and in particular to an integrated corner module brake-by-wire chassis system with electromagnetic redundant braking and its control method. Background Technology

[0002] Braking by steer is a key technological trend in the development of intelligent electric vehicles, with electromechanical braking by steer being a focus of development due to its simple structure and fast response. However, existing electromechanical braking by steer has two inherent drawbacks: First, it relies on a motor driving a ball screw through a reduction mechanism to generate clamping force. The backlash, friction, and thermal expansion during the mechanical transmission process lead to significant nonlinearity and hysteresis, affecting the accuracy of braking force control and the driver's pedal feel. Second, to meet functional safety requirements (such as ASIL-D), redundant execution systems must be equipped.

[0003] Current solutions often involve a parallel additional mechanical brake (such as a backup motor or hydraulic caliper), resulting in complex, bulky, and costly systems. Furthermore, while contactless technologies like eddy current braking exist as deceleration or redundancy solutions, they typically exist independently of the main braking system, failing to achieve deep integration with the main braking force for real-time compensation. Moreover, braking force decays significantly at low speeds, making it impossible to independently stop the vehicle. Therefore, this paper proposes an integrated corner module drive-by-wire chassis system with electromagnetic redundant braking and its control method. Summary of the Invention

[0004] The purpose of this invention is to solve the problems in the prior art by proposing an integrated corner module drive-by-wire chassis system with electromagnetic redundant braking and its control method.

[0005] An integrated angle module drive-by-wire chassis system with electromagnetic redundant braking and its control method, comprising a VCU, four braking angle modules and a power supply; Each brake angle module includes an ECU, a brake disc, a drive motor, a brake motor, and a first connecting shaft, a second connecting shaft, and a third connecting shaft. The drive shaft is connected to the brake disc. A first clutch connects the end of the drive shaft away from the brake disc to the rotor of the drive motor. A brake block is provided on the brake disc. A brake actuator is connected to the rotor of the brake motor for pressing the brake block. An electromagnetic compensation unit is provided between the brake actuator and the brake block. A second clutch connects the rotor of the drive motor to the first connecting shaft. A first vertical actuator connects the first connecting shaft and the second connecting shaft. A second vertical actuator connects the second connecting shaft and the third connecting shaft. A third clutch connects the third connecting shaft to the rotor of the brake motor. The ECU is used to acquire self-test signals from the electromagnetic compensation unit and the brake motor, and to send control signals to the electromagnetic compensation unit, the brake motor, the drive motor, the first clutch, the second clutch, and the third clutch. Each brake angle module is equipped with a sensor group. The VCU is used to receive feedback information from the four ECUs and the vehicle's operating information, and to send control signals to the ECU in each braking angle module.

[0006] Preferably, each of the braking angle modules has a drive motor connected to a recycling inverter, the recycling inverter is connected to a power source, and the drive motor switches between a power generation mode and a motor mode according to the control signal from the ECU.

[0007] Preferably, the sensor group is used to acquire the rotational speed of the brake disc, the braking force of the brake blocks, and the temperature of the brake motor and the brake disc, and transmits the data to the ECU.

[0008] Preferably, the electromagnetic compensation unit includes a magnetic push plate and an electromagnet, the magnetic push plate being connected to the end of the brake actuator away from the brake motor, and the electromagnet being connected to the brake block.

[0009] A control method for an integrated corner module drive-by-wire chassis system with electromagnetic redundant braking, based on the aforementioned chassis system, includes the following steps: S1. The VCU acquires the vehicle's operating information and feedback information from the four ECUs. The feedback information from the ECUs includes the self-test signals of the electromagnetic compensation unit and the brake motor, as well as the indicator signals of the sensor group. S2. Based on the vehicle's operating conditions and feedback, each braking angle module selects and switches to the corresponding operating mode. The operating modes in step S2 include normal driving mode, energy regeneration mode, normal compensation braking mode, redundant electromagnetic braking mode, four-wheel distributed braking mode, and backup linkage braking mode.

[0010] Preferably, the steps of the operation mode switching method in step S2 are as follows: (1) If there is no braking demand and the brake motors in each brake angle module are all fault-free, then determine whether the vehicle is in a low-speed coasting state. If yes, all brake angle modules will execute the energy regeneration mode; if no, all brake angle modules will maintain the normal drive mode. (2) If there is a braking demand and the brake motor and electromagnetic compensation unit in the braking angle module are both fault-free, then determine whether the vehicle is at low speed. If yes, the braking angle module will execute the energy regeneration mode + normal compensation braking mode; if no, the braking angle module will execute the normal compensation braking mode. (3) If only the brake motor is faulty in the brake angle module, then determine whether the vehicle is at low speed. If so, the brake angle module will execute the energy regeneration mode + redundant electromagnetic braking mode; otherwise, the brake angle module will execute the redundant electromagnetic braking mode. (4) If there is a braking demand and only the electromagnetic compensation unit in the braking angle module is faulty, then determine whether the vehicle is at low speed. If yes, the braking angle module will execute the energy regeneration mode + four-wheel distributed braking mode; if no, the braking angle module will execute the four-wheel distributed braking mode. (5) If both the brake motor and the electromagnetic compensation unit in the brake angle module fail, the brake angle module will execute the backup linkage braking mode.

[0011] Preferably, in the normal driving mode, the ECU in each braking angle module controls the first clutch to close, the second clutch and the third clutch to disengage, and the drive motor is in electric mode; In the energy regeneration mode, the ECU in the single braking angle module controls the first clutch to close, the second clutch and the third clutch to disengage, and the drive motor to generate electricity.

[0012] Preferably, in the normal compensation braking mode, the ECU in a single braking angle module controls the brake motor and the electromagnetic compensation unit to work simultaneously to generate braking force and brake the vehicle. In the four-wheel distributed braking mode, the ECU in a single braking angle module controls the brake motor to generate braking force and brake the vehicle.

[0013] Preferably, in the redundant electromagnetic braking mode, the ECU in a single braking angle module controls the electromagnetic compensation unit to generate braking force to brake the vehicle. In the backup linkage braking mode, the ECU in a single brake angle module controls the first clutch to disengage and the second and third clutches to engage. The drive motor is in electric mode, and the output of the drive motor is transmitted through the first connecting shaft, the first vertical transmission, the second connecting shaft, the second vertical transmission, and the third connecting shaft to drive the rotor of the brake motor to rotate. Then, the brake transmission pushes the brake block to squeeze the brake disc, generating braking force to brake the vehicle.

[0014] Compared with existing technologies, the advantages of this invention are: 1. The chassis system of this invention is equipped with four braking angle modules and a VCU. The VCU performs centralized calculation and management of the vehicle's operating status and, in conjunction with the real-time feedback information uploaded by the ECU in the braking angle module, adjusts the chassis system's operating mode to ensure the functional redundancy and safety reliability of the chassis system under different operating conditions.

[0015] 2. This invention adds an electromagnetic compensation unit to the braking motor, which can not only compensate for the nonlinear error and lag caused by mechanical transmission in real time in the normal compensation braking mode, but also provide a redundant electromagnetic braking mode to brake the vehicle when the braking motor fails.

[0016] 3. The present invention also includes a backup linkage mode, which utilizes the output of the drive motor as braking power to achieve vehicle braking when both the brake motor and the electromagnetic compensation unit fail, thereby further improving the redundancy safety of vehicle operation. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the chassis system structure of the present invention.

[0018] Figure 2 This is a schematic diagram of the braking angle module in this invention.

[0019] Figure 3 This is a schematic diagram of the electromagnetic compensation unit in this invention.

[0020] Figure 4 This is a flowchart illustrating the chassis system control method of the present invention.

[0021] In the diagram: 1 VCU, 2 Brake Angle Module, 3 Power Supply, 4 ECU, 5 Brake Disc, 6 Drive Shaft, 7 First Clutch, 8 Drive Motor, 9 Second Clutch, 10 First Connecting Shaft, 11 First Vertical Transmission, 12 Second Connecting Shaft, 13 Second Vertical Transmission, 14 Third Connecting Shaft, 15 Third Clutch, 16 Brake Motor, 17 Brake Transmission, 18 Electromagnetic Compensation Unit, 181 Magnetic Push Plate, 182 Electromagnetic Disk, 19 Brake Block, 20 Recycling Inverter, 21 Sensor Group. Detailed Implementation

[0022] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0023] Reference Figure 1-3As shown, an integrated corner module drive-by-wire chassis system with electromagnetic redundant braking is characterized by including a VCU1, four braking corner modules 2 and a power supply 3. Each brake angle module 2 includes an ECU 4, a brake disc 5, a drive motor 8, a brake motor 16, a first connecting shaft 10, a second connecting shaft 12, and a third connecting shaft 14. A drive shaft 6 is connected to the brake disc 5. A first clutch 7 connects the end of the drive shaft 6 away from the brake disc 5 to the rotor of the drive motor 8. A brake block 19 is provided on the brake disc 5. A brake actuator 17 is connected to the rotor of the brake motor 16 for pressing the brake block 19. An electromagnetic compensation unit 18 is provided between the brake actuator 17 and the brake block 19. The rotor of the drive motor 8 and... A second clutch 9 is connected between the first connecting shaft 10 and the second connecting shaft 12. A first vertical transmission 11 is connected between the first connecting shaft 10 and the second connecting shaft 12. A second vertical transmission 13 is connected between the second connecting shaft 12 and the third connecting shaft 14. A third clutch 15 is connected between the third connecting shaft 14 and the rotor of the brake motor 16. The ECU4 is used to acquire the self-test signals of the electromagnetic compensation unit 18 and the brake motor 16, and send control signals to the electromagnetic compensation unit 18, the brake motor 16, the drive motor 8, the first clutch 7, the second clutch 9 and the third clutch 15. The VCU1 is used to receive feedback information from the four ECUs 4 and the vehicle's operating information, and to send control signals to the ECU 4 in each braking angle module 2. Each ECU 4 can independently control the braking and driving functions of its own braking angle module 2, and receive coordination from the VCU1 to perform vehicle control, thereby achieving functional complementarity and redundancy.

[0024] In this embodiment, each of the braking angle modules 2 has a drive motor 8 connected to a recovery inverter 20, which is connected to a power supply 3. The drive motor 8 switches between power generation mode and electric mode according to the control signal of the ECU 4. The power supply 3, as the core unit for energy storage and release, is responsible for storing the electrical energy recovered during vehicle operation and releasing the energy on demand when the vehicle is driven or has other functional requirements, providing stable power support for the whole vehicle. The recovery inverter 20 is used to efficiently rectify the AC power generated by the drive motor 8 into DC power and inject it into the power supply 3 for storage. When the vehicle needs to output electrical energy, it can invert the stored DC power back into AC power and feed it back to the drive motor 8, realizing bidirectional energy flow. At the same time, the recovery inverter 20 has power regulation, frequency and phase synchronization control functions, and provides overload and short circuit protection mechanisms, thereby taking into account both energy recovery efficiency and system operation safety, regulating output voltage, and providing overcurrent and overtemperature protection functions.

[0025] In this embodiment, each of the brake angle modules 2 is provided with a sensor group 21. The sensor group 21 is used to obtain the rotational speed of the brake disc 5, the braking force of the brake block 19, and the temperature of the brake motor 16 and the brake disc 5, and transmit them to the ECU 4.

[0026] In this embodiment, the electromagnetic compensation unit 18 includes a magnetic push plate 181 and an electric disk 182. The magnetic push plate 181 is connected to the end of the brake transmission 17 away from the brake motor 16, and the electric disk 182 is connected to the brake block 19. The brake transmission 17 includes a ball screw mechanism connected to the rotor of the brake motor 16 through a planetary gear reducer, which squeezes the brake disc 5 to provide mechanical braking force. The nut of the ball screw mechanism is rigidly connected to the magnetic push plate 181. The electric disk 182 becomes magnetic after being energized and repels the magnetism of the magnetic push plate 181.

[0027] In this embodiment, the ECU4 in each braking angle module 2 is used to receive braking commands, self-test signals from the electromagnetic compensation unit 18 and the brake motor 16, and index signals from the sensor group 21, and independently control the torque of each brake motor 16 and the current of the electric disk 182 to adjust the magnitude of the resultant force of mechanical thrust and electromagnetic compensation force.

[0028] A control method for an integrated corner module drive-by-wire chassis system with electromagnetic redundant braking, such as... Figure 4 As shown, it includes the following steps: S1. The VCU1 acquires the vehicle's operating information and the feedback information from the four ECUs 4. The feedback information from the ECUs 4 includes the self-test signals of the electromagnetic compensation unit 18 and the brake motor 16, as well as the index signals of the sensor group 21. S2. Based on the vehicle's operating conditions and feedback, each braking angle module 2 selects and switches to the corresponding operating mode. The operating modes in step S2 include normal driving mode, energy regeneration mode, normal compensation braking mode, redundant electromagnetic braking mode, four-wheel distributed braking mode, and backup linkage braking mode.

[0029] The steps for switching the operating mode in step S2 are as follows: (1) If there is no braking demand and the brake motors 16 in each brake angle module 2 are all fault-free, then determine whether the vehicle is in a low-speed coasting state. If yes, all brake angle modules 2 shall execute the energy regeneration mode; if no, all brake angle modules 2 shall maintain the normal drive mode. (2) If there is a braking demand and the brake motor 16 and electromagnetic compensation unit 18 in the brake angle module 2 are both fault-free, then determine whether the vehicle is at low speed. If yes, the brake angle module 2 will execute the energy regeneration mode + normal compensation braking mode; if no, the brake angle module 2 will execute the normal compensation braking mode. (3) If only the brake motor 16 in the brake angle module 2 is faulty, then determine whether the vehicle is at low speed. If yes, the brake angle module 2 will execute the energy regeneration mode + redundant electromagnetic braking mode; if no, the brake angle module 2 will execute the redundant electromagnetic braking mode. (4) If there is a braking demand and only the electromagnetic compensation unit 18 in the braking angle module 2 is faulty, then determine whether the vehicle is at low speed. If yes, the braking angle module 2 will execute the energy regeneration mode + four-wheel distributed braking mode; if no, the braking angle module 2 will execute the four-wheel distributed braking mode. (5) If both the brake motor 16 and the electromagnetic compensation unit 18 in the brake angle module 2 fail, the brake angle module 2 will execute the backup linkage braking mode.

[0030] The following is a detailed explanation of the various operating modes: Normal driving mode: When there is no braking demand, all brake motors 16 in each brake angle module 2 are healthy and the vehicle is not in a low-speed coasting state, all brake angle modules 2 are triggered. At this time, the vehicle's core braking (brake motor 16) is healthy and can maintain normal driving state. In this mode, the ECU4 in each brake angle module 2 controls the first clutch 7 to close, the second clutch 9 and the third clutch 15 to open, and the drive motor 8 is in electric mode, waiting to receive the acceleration signal issued by the driver.

[0031] Energy regeneration mode: When there is no braking demand, all brake motors 16 in each brake angle module 2 are healthy and the vehicle is in a low-speed coasting state (the judgment of low-speed coasting state is that there is no accelerator pedal signal and no braking signal and the speed is low), all brake angle modules 2 are triggered. Or when there is braking demand, the brake motor 16 and electromagnetic compensation unit 18 in a single brake angle module 2 do not fail at the same time and the speed is low, the brake angle module 2 is triggered and works together with other braking modes. In this mode, the ECU4 in a single brake angle module 2 controls the first clutch 7 to close, the second clutch 9 and the third clutch 15 to open, and the drive motor 8 is in generator mode. While braking, it converts the vehicle's kinetic energy or gravitational potential energy into electrical energy. After being rectified into DC power by the recovery inverter 20, it is input into the power supply 3 to achieve effective energy storage and provide backup power for subsequent vehicle operation.

[0032] The reason why low speed is one of the conditions for energy regeneration mode is that the energy recovery efficiency is too low at high speed. When decelerating at high speed, the voltage generated by the drive motor 8 is high, and it needs to be stepped down by the recovery inverter 20 to charge the power supply 3. This process will lose most of the energy and easily accelerate the wear and tear of the drive motor 8.

[0033] Normal Compensation Braking Mode: When there is a braking demand and the brake motor 16 and electromagnetic compensation unit 18 in a single brake angle module 2 are not in use, the brake angle module 2 is triggered. In this mode, the second clutch 9 and the third clutch 15 are disengaged. The ECU4 in the single brake angle module 2 controls the output of the brake motor 16 to push the brake block 19 to squeeze the brake disc 5 through the planetary gear reducer and ball screw mechanism in the brake transmission 17, providing mechanical braking force. At the same time, it controls the electromagnetic compensation unit 18 to work, so that the electromagnet 182 is energized and uses electromagnetic repulsion to push the brake block 19. Furthermore, based on the feedback from the sensor group 21, the ECU4 adjusts the current of the electromagnet 182 to compensate for the nonlinear error and hysteresis generated by the mechanical transmission in real time, thereby braking the vehicle.

[0034] Four-wheel distributed braking mode: When there is a braking demand and only the electromagnetic compensation unit 18 in a single braking angle module 2 fails, the braking angle module 2 is triggered. In this mode, the second clutch 9 and the third clutch 15 are disengaged. The ECU4 in the single braking angle module 2 controls the output of the brake motor 16 to push the brake block 19 to squeeze the brake disc 5 through the planetary gear reducer and ball screw mechanism in the brake transmission 17, providing mechanical braking force to brake the vehicle.

[0035] Redundant electromagnetic braking mode: When there is a braking demand and only the brake motor 16 in a single brake angle module 2 fails, the brake angle module 2 is triggered. In this mode, the second clutch 9 and the third clutch 15 are disengaged, the ECU4 in the single brake angle module 2 cuts off the power supply to the brake motor 16 and stops working, controls the electromagnetic compensation unit 18 to work, applies the maximum current to the electromagnetic disk 182 and uses electromagnetic repulsion to push the brake block 19 to squeeze the brake disc 5, generate braking force, and brake the vehicle.

[0036] Backup linkage braking mode: When there is a braking demand and both the brake motor 16 and the electromagnetic compensation unit 18 in a single brake angle module 2 fail, the brake angle module 2 is triggered. In this mode, the ECU4 in the single brake angle module 2 controls the first clutch 7 to disengage, and the second clutch 9 and the third clutch 15 to close. The drive motor 8 is in electric mode. The output of the drive motor 8 is transmitted through the first connecting shaft 10, the first vertical transmission 11, the second connecting shaft 12, the second vertical transmission 13 and the third connecting shaft 14, which drives the rotor of the brake motor 16 to rotate. Then, through the planetary gear reducer of the brake transmission 17, the ball screw mechanism drives the brake block 19 to squeeze the brake disc 5, generating braking force to brake the vehicle.

[0037] Even when there is no braking demand, if a fault is detected in brake motor 16 (core brake), VCU1 will issue a vehicle braking demand command to ensure vehicle driving safety.

[0038] In summary, the chassis system of this invention consists of four braking angle modules 2 and VCU1. VCU1 is used to centrally calculate and manage the operating status of the entire vehicle, and, in conjunction with the real-time feedback information uploaded by ECU4 in the braking angle module 2, to regulate the operating mode of the chassis system. Furthermore, each braking angle module 2 is individually controlled by ECU4, and can switch between six operating modes, thereby ensuring the functional redundancy and safety reliability of the chassis system under different operating conditions.

[0039] As is known from common technical knowledge, this invention can be implemented through other embodiments that do not depart from its spirit or essential characteristics. Therefore, the disclosed embodiments described above are merely illustrative in all respects and are not the only ones. All modifications within the scope of this invention or its equivalents are included in this invention.

Claims

1. An integrated corner module drive-by-wire chassis system with electromagnetic redundant braking, characterized in that: It includes VCU (1), four braking angle modules (2) and power supply (3); Each of the braking angle modules (2) includes an ECU (4), a brake disc (5), a drive motor (8), a brake motor (16), a first connecting shaft (10), a second connecting shaft (12), and a third connecting shaft (14). The drive shaft (6) is connected to the brake disc (5). A first clutch (7) is connected between the end of the drive shaft (6) away from the brake disc (5) and the rotor of the drive motor (8). A brake block (19) is provided on the brake disc (5). A brake actuator (17) is connected to the rotor of the brake motor (16) for pressing the brake block (19). An electromagnetic compensation unit (18) is provided between the brake actuator (17) and the brake block (19). The rotor of the drive motor (8) is connected to the first connecting shaft (10). A second clutch (9) is connected between the first connecting shaft (10) and the second connecting shaft (12). A first vertical transmission (11) is connected between the first connecting shaft (10) and the second connecting shaft (12). A second vertical transmission (13) is connected between the second connecting shaft (12) and the third connecting shaft (14). A third clutch (15) is connected between the third connecting shaft (14) and the rotor of the brake motor (16). The ECU (4) is used to obtain the self-test signals of the electromagnetic compensation unit (18) and the brake motor (16), and send control signals to the electromagnetic compensation unit (18), the brake motor (16), the drive motor (8), the first clutch (7), the second clutch (9) and the third clutch (15). Each brake angle module (2) is provided with a sensor group (21). The VCU (1) is used to receive feedback information from the four ECUs (4) and the vehicle's operating information, and to send control signals to the ECUs (4) in each brake angle module (2).

2. The integrated corner module drive-by-wire chassis system with electromagnetic redundant braking according to claim 1, characterized in that: Each of the braking angle modules (2) has a drive motor (8) connected to a recycling inverter (20), which is connected to a power supply (3). The drive motor (8) switches between power generation mode and electric mode according to the control signal of the ECU (4).

3. The integrated corner module drive-by-wire chassis system with electromagnetic redundant braking according to claim 1, characterized in that: The sensor group (21) is used to obtain the rotational speed of the brake disc (5), the braking force of the brake block (19), and the temperature of the brake motor (16) and the brake disc (5), and transmit them to the ECU (4).

4. The integrated corner module drive-by-wire chassis system with electromagnetic redundant braking according to claim 1, characterized in that: The electromagnetic compensation unit (18) includes a magnetic push plate (181) and an electric disk (182). The magnetic push plate (181) is connected to the end of the brake actuator (17) away from the brake motor (16), and the electric disk (182) is connected to the brake block (19).

5. A control method for an integrated corner module drive-by-wire chassis system with electromagnetic redundant braking, based on the chassis system described in any one of claims 1-4, characterized in that: Includes the following steps: S1. The VCU (1) acquires the vehicle's operating information and the feedback information from the four ECUs (4). The feedback information from the ECUs (4) includes the self-test signals of the electromagnetic compensation unit (18) and the brake motor (16) as well as the indicator signals of the sensor group (21). S2. Based on the vehicle's operating conditions and feedback, each braking angle module (2) selects and switches to the corresponding operating mode; The operating modes in step S2 include normal driving mode, energy regeneration mode, normal compensation braking mode, redundant electromagnetic braking mode, four-wheel distributed braking mode, and backup linkage braking mode.

6. The control method for an integrated angle module drive-by-wire chassis system with electromagnetic redundant braking according to claim 5, characterized in that: The steps for switching the operating mode in step S2 are as follows: (1) If there is no braking demand and the brake motors (16) in each brake angle module (2) are all fault-free, then determine whether the vehicle is in a low-speed coasting state. If yes, all brake angle modules (2) will execute the energy regeneration mode; if no, all brake angle modules (2) will maintain the normal driving mode. (2) If there is a braking demand and the brake motor (16) and electromagnetic compensation unit (18) in the brake angle module (2) are both fault-free, then determine whether the vehicle is at low speed. If yes, the brake angle module (2) will execute the energy regeneration mode + normal compensation braking mode; if no, the brake angle module (2) will execute the normal compensation braking mode. (3) If only the brake motor (16) in the brake angle module (2) is faulty, then determine whether the vehicle is at low speed. If yes, the brake angle module (2) executes the energy regeneration mode + redundant electromagnetic braking mode; if no, the brake angle module (2) executes the redundant electromagnetic braking mode. (4) If there is a braking demand and only the electromagnetic compensation unit (18) in the braking angle module (2) is faulty, then determine whether the vehicle is at low speed. If yes, the braking angle module (2) will execute the energy regeneration mode + four-wheel distributed braking mode; if no, the braking angle module (2) will execute the four-wheel distributed braking mode. (5) If both the brake motor (16) and the electromagnetic compensation unit (18) in the brake angle module (2) fail, the brake angle module (2) will execute the backup linkage braking mode.

7. The control method for an integrated angle module drive-by-wire chassis system with electromagnetic redundant braking according to claim 5, characterized in that: In the normal driving mode, the ECU (4) in each braking angle module (2) controls the first clutch (7) to close, the second clutch (9) and the third clutch (15) to open, and the drive motor (8) to be in electric mode; In the energy regeneration mode, the ECU (4) in the single braking angle module (2) controls the first clutch (7) to close, the second clutch (9) and the third clutch (15) to open, and the drive motor (8) to generate electricity.

8. The control method for an integrated corner module drive-by-wire chassis system with electromagnetic redundant braking according to claim 5, characterized in that: In the normal compensation braking mode, the ECU (4) in the single braking angle module (2) controls the brake motor (16) and the electromagnetic compensation unit (18) to work simultaneously to generate braking force and brake the vehicle. In the four-wheel distributed braking mode, the ECU (4) in a single braking angle module (2) controls the brake motor (16) to work and generate braking force to brake the vehicle.

9. The control method for an integrated corner module drive-by-wire chassis system with electromagnetic redundant braking according to claim 5, characterized in that: In the redundant electromagnetic braking mode, the ECU (4) in the single braking angle module (2) controls the electromagnetic compensation unit (18) to work and generate braking force to brake the vehicle; In the backup linkage braking mode, the ECU (4) in the single brake angle module (2) controls the first clutch (7) to disengage, the second clutch (9) and the third clutch (15) to close, the drive motor (8) is in electric mode, and the output of the drive motor (8) is transmitted through the first connecting shaft (10), the first vertical transmission (11), the second connecting shaft (12), the second vertical transmission (13) and the third connecting shaft (14), which drives the rotor of the brake motor (16) to rotate, and then pushes the brake block (19) to squeeze the brake disc (5) through the brake transmission (17) to generate braking force and brake the vehicle.

Images