Axle controller for electric vehicle, angle module system and electric vehicle

Abstract

The invention discloses an axle controller for an electric vehicle, a corner module system and the electric vehicle. The shaft controller is used for controlling two corner modules corresponding to a left wheel and a right wheel which are coaxial, each corner module is used for integrally controlling a driving motor and a braking motor of the left wheel or the right wheel, and the shaft controller comprises two control chips for inter-core communication and a driving circuit. And one of the two control chips is used for controlling one driving motor to output torque to the left wheel through the driving circuit so as to drive the left wheel and controlling one braking motor to brake the right wheel. And the other one of the two control chips is used for controlling the other driving motor to output torque to the right wheel through the driving circuit so as to drive the right wheel and controlling the other driving motor to brake the left wheel. According to the scheme, the total number of control chips is reduced, the computing power and the stability of a corner module system are improved, and the integration level and safety of electric vehicle corner module control are improved.

Description

Technical Field

[0001] This application relates to the field of electric vehicles, and more specifically, to an axle controller, an angle module system, and an electric vehicle. Background Technology

[0002] As electric vehicles become increasingly electrified, consumers are demanding higher levels of smoothness, handling stability, and passenger cabin space. This has led to the emergence of skateboard chassis and corner module concepts. By integrating drive, braking, steering, and suspension at all four wheel ends, these technologies significantly increase the usable space in the passenger cabin and enhance passenger comfort. The application of corner modules represents a generational leap forward in vehicle space, weight reduction, development cycle, and functionality for special scenarios. However, currently, the components of electric vehicles are largely controlled independently, with only a few functions coordinated by the vehicle control unit (VCU). This is essentially a stacking of existing drive, steering, braking, and suspension products, resulting in low integration, high cost, and a lack of redundancy and coordinated control among multiple controllers.

[0003] Therefore, improving the integration and safety of the corner module control in electric vehicles is a problem that needs to be solved. Summary of the Invention

[0004] This application provides an axle controller, corner module system, and electric vehicle for electric vehicles. The drive and braking of two wheels on the same axle are integrated into two control chips of a single axle controller. The braking and drive of the same wheel are respectively set in two control chips, which reduces the total number of control chips. At the same time, the two control chips can be redundant with each other, improving the integration and safety of the corner module control of the electric vehicle.

[0005] In a first aspect, this application provides an axle controller for a corner module system of an electric vehicle. The axle controller controls two corner modules, one for a left wheel and one for a right wheel, on the same axle. Each corner module integrates a drive motor and a brake motor for controlling either the left or right wheel. The axle controller includes two control chips that communicate with each other and a drive circuit. One of the control chips controls a drive motor via the drive circuit to output torque to the left wheel to drive it and controls a brake motor to brake the right wheel. The other control chip controls another drive motor via the drive circuit to output torque to the right wheel to drive it and controls another drive motor to brake the left wheel.

[0006] A corner module is a modular unit that integrates functions such as driving, braking, and steering. It is installed at the position of each wheel of an electric vehicle to control one wheel of the vehicle. Corner modules are also known as corner module controllers, corner module drivers, and other names.

[0007] The axle controller controls two corner modules corresponding to two wheels on the same axle. The two wheels include a left wheel and a rear wheel; the two rear wheels are either the two front wheels or the two rear wheels of an electric vehicle. In this application, the corner module corresponding to the wheel can be understood as being used to control that wheel, including driving, braking, and steering. The corner module corresponding to the wheel integrates a drive motor and a brake motor for controlling that wheel. Correspondingly, the axle controller controls two drive motors and two brake motors.

[0008] The axis controller comprises two control chips and a drive circuit. The two control chips can communicate with each other, enabling them to work collaboratively effectively. The drive circuit outputs current to the drive and brake motors in the corner module, thereby driving them. One control chip controls the drive motor corresponding to the left wheel and the brake motor corresponding to the right wheel via the drive circuit, while the other control chip controls the drive motor corresponding to the right wheel and the brake motor corresponding to the left wheel via the drive circuit. One control chip controls a drive motor to output torque to the left wheel to drive it, and this same control chip also controls a brake motor to output braking force to brake the right wheel. The other control chip controls another drive motor to output torque to the right wheel to drive it, and this same control chip also controls another drive motor to output braking force to brake the left wheel.

[0009] The drive motors for each of the two wheels are controlled independently by two separate control chips, with internal redundancy in the drive control system. Similarly, the brake motors for each of the two wheels are controlled independently by two separate control chips, with internal redundancy in the brake control system. Furthermore, the drive motor and brake motor for the same wheel are controlled by different control chips, ensuring mutual redundancy.

[0010] In traditional corner module system architectures, each corner module includes a drive unit and a braking unit. The drive unit includes a motor controller and a drive motor, while the braking unit includes a brake motor controller, a brake motor, and a brake reducer. The system architecture also includes a central controller, which connects to multiple controllers within each corner module via a controller area network (CLAN) bus and controls each corner module. Therefore, traditional corner module system architectures involve multiple controllers; the corner modules are simply stacked drive and braking components, resulting in complex system design, low integration, a large number of required controllers, and high cost. In contrast, this application integrates the control of the corner modules corresponding to two wheels on the same axle into a single axle controller. This axle controller contains two control chips, with each wheel controlled by a separate control chip. The braking and drive functions of the same wheel are handled by two separate control chips, reducing the total number of control chips.

[0011] According to the solution of this application, the driving and braking of two coaxial wheels are integrated into two control chips of a single axle controller. The two wheels are controlled by two separate control chips, and the braking and driving control of the same wheel are set in two separate control chips. This reduces the total number of control chips, and the two control chips can be redundant with each other, which improves the computing power and stability of the corner module system, and enhances the integration and safety of the corner module control of electric vehicles.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, a control chip is used to control a drive motor to output reverse torque to brake the left wheel when the other control chip fails, while the other control chip is controlling another brake motor to brake the left wheel via a drive circuit.

[0013] The drive and braking controls for the same wheel are housed in two separate control chips, thus providing redundancy for the drive motor in case the brake motor fails. When the electric vehicle brakes, the axle controller controls two brake motors to output braking force to the left and right wheels respectively. If the other control chip malfunctions, the other brake motor, controlled by that chip, will be unable to output braking force, and the left wheel will not brake. If one control chip is functioning correctly, it controls one brake motor to output braking force to brake the right wheel. Simultaneously, this same control chip also controls a drive motor to output reverse torque, which is used to brake the left wheel. Therefore, when the other control chip malfunctions and cannot properly control the other brake motor to output braking force, the single functioning control chip can achieve braking for both the left and right wheels.

[0014] In another embodiment, another control chip is used to control another drive motor to output reverse torque to brake the right wheel when one control chip controls a brake motor to brake the right wheel through a drive circuit while one control chip controls a brake motor to brake the right wheel.

[0015] When an electric vehicle brakes, the axle controller controls two brake motors to output braking force to the left and right wheels respectively. If one control chip malfunctions, the brake motor controlled by that chip will fail to output braking force, and the right wheel will not brake. The other control chip, functioning normally, controls another brake motor to output braking force to brake the left wheel. Simultaneously, this same control chip also controls another drive motor to output reverse torque, which is used to brake the right wheel.

[0016] During the forward motion of an electric vehicle, positive torque is used to drive the vehicle, and negative torque is used to brake it. In this case, the driving torque is positive, and the reverse torque is negative. By changing the phase of the three-phase current output from the drive circuit to the drive motor, the rotor cuts the stator windings to generate a magnetic field. The rotor's kinetic energy is converted into electrical energy and input into the power battery. In this case, the drive motor outputs reverse torque. It should be understood that during the reverse motion of an electric vehicle, positive torque is used to brake the vehicle, and negative torque is used to drive it. This application uses the forward motion of an electric vehicle as an example for explanation. A similar description can be used in the reverse motion scenario, and the direction of the torque output by the drive motor can be modified accordingly, but the function of the torque should remain consistent.

[0017] It should be understood that a failure of the other control chip includes the failure of the other control chip itself, the failure of a portion of the drive circuit of the other control chip used to control the other brake motor, the failure of the other brake motor, and other situations that prevent the other control chip from controlling the other brake motor to output braking force normally are also considered to be within the scope of a failure of the other control chip.

[0018] In another embodiment, the two control chips are used to control the two brake motors to output reverse torque to brake the left and right wheels when the two brake motors fail during the process of braking the left and right wheels by controlling the two brake motors through the drive circuit.

[0019] When both brake motors fail, the shaft controller can compensate for the braking force that the brake motors cannot output by controlling both drive motors to output reverse torque, thus achieving braking redundancy.

[0020] According to the solution of this application, the braking and drive control of the same wheel are respectively set in two control chips. Thus, when the brake motor of one wheel fails, the normal control chip controls the drive motor to output reverse torque to compensate for the lack of braking force, thereby improving the stability of the corner module system and improving the safety of electric vehicles.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, each corner module is also used to integrate a steering motor for controlling the left or right wheel, a control chip is also used to control a steering motor to turn the right wheel via a drive circuit, and another control chip is also used to control another steering motor to turn the left wheel via a drive circuit.

[0022] Each corner module also integrates a steering motor for controlling either the left or right wheel. Correspondingly, an axle controller controls both steering motors. Drive circuits output current to each steering motor to drive them. One control chip, via the drive circuit, controls the output torque of one steering motor to adjust the steering angle of the right wheel, while another control chip, via the drive circuit, controls the output torque of the other steering motor to adjust the steering angle of the left wheel.

[0023] According to the solution of this application, the steering control of two wheels on the same axle is integrated into two control chips of a single axle controller. The steering of the two wheels is controlled by two separate control chips, which reduces the total number of control chips and improves the integration and safety of the corner module control of electric vehicles.

[0024] In conjunction with the first aspect, in some implementations of the first aspect, one control chip is also used to control another steering motor to turn the left wheel via a drive circuit when the other control chip fails. The other control chip is also used to control a steering motor to turn the right wheel via a drive circuit when one control chip fails.

[0025] Two independent steering controls are deployed in the same control chip, which can control the steering of both the left and right wheels.

[0026] When both control chips are functioning normally, one control chip controls one steering motor to turn the right wheel, and the other controls the other steering motor to turn the left wheel. If either control chip fails, the malfunctioning control chip takes over wheel control. If the other control chip fails, it cannot control the other steering motor to turn the left wheel; in this case, one control chip controls the other steering motor to turn the left wheel via the drive circuit. Similarly, if one control chip fails, it cannot control one steering motor to turn the right wheel; in this case, the other control chip controls one steering motor to turn the left wheel via the drive circuit.

[0027] According to the scheme of this application, two sets of independent steering controls are deployed in each of the two control chips, and redundancy of steering control is achieved between the two chips. If either control chip fails, the steering of the two wheels can still be controlled by the normal control chip, which improves the stability of the corner module system and enhances the safety of electric vehicles.

[0028] In conjunction with the first aspect, in some implementations of the first aspect, a control chip is used to control another brake motor to brake the left wheel when another control chip controls the left wheel to brake the left wheel via a drive circuit. When the other control chip fails, it controls a steering motor to turn the right wheel to the left and controls another steering motor to turn the left wheel to the right via a drive circuit.

[0029] Since a single control chip can control the steering of both wheels, when any control chip fails, the brake motor's inability to output braking force can be compensated for by the normal control chip controlling the steering of both wheels.

[0030] When an electric vehicle brakes, the axle controller controls two brake motors to output braking force to the left and right wheels respectively. If one control chip malfunctions, the other brake motor, controlled by that chip, will be unable to output braking force. If one control chip is functioning normally, it stops controlling one brake motor to output braking force and instead controls one steering motor to turn the right wheel to the left and another steering motor to turn the left wheel to the right. Both wheels of the electric vehicle rotate inwards (right wheel to the left and left wheel to the right), creating a braking action similar to that of skiing. The force on the wheels is adjusted by the rotation angle of the two wheels. When the wheels slide laterally, the lateral friction increases significantly, thereby significantly reducing the speed of the electric vehicle and compensating for the inability of the brake motor to output braking force.

[0031] In another embodiment, another control chip is used to control a brake motor to brake the right wheel when one control chip controls a brake motor to brake the right wheel via a drive circuit. If one control chip fails, the drive circuit controls a steering motor to turn the right wheel to the left and controls another steering motor to turn the left wheel to the right.

[0032] According to the scheme of this application, two sets of independent steering controls are deployed in both control chips to achieve redundancy between steering control and braking control. When either control chip fails, the normal control chip controls both wheels on the same axle to rotate inward, thereby generating greater frictional braking force, making up for the lack of braking force output by the brake motor, improving the stability of the corner module system, and improving the safety of electric vehicles.

[0033] In conjunction with the first aspect, in some implementations of the first aspect, a control chip is specifically used to control the right wheel to turn to the left by an angle equal to the angle the left wheel turns to the right.

[0034] When controlling each wheel to rotate inward to increase the frictional braking force on the wheel, it is necessary to ensure that the two wheels rotate inward at equal angles. Otherwise, the forces on the two wheels will be unbalanced, which will cause the electric vehicle to yaw and affect driving safety.

[0035] In another embodiment, a second control chip is used to control a brake motor to brake the right wheel via a drive circuit when one control chip malfunctions. In this case, the second control chip controls a steering motor to turn the right wheel to the left and another steering motor to turn the left wheel to the right. Specifically, the second control chip controls the angle at which the right wheel turns to the left to be equal to the angle at which the left wheel turns to the right.

[0036] According to the solution of this application, when using steering to achieve braking redundancy, both wheels on the same axle are controlled to rotate inward by the same angle to avoid imbalance of forces on the two wheels. This improves the safety of electric vehicles while compensating for braking force.

[0037] In conjunction with the first aspect, in some implementations of the first aspect, the two control chips are used to control the two steering motors to turn the two wheels to the left through the drive circuit. When one steering motor or the other steering motor fails, the two brake motors are controlled by the drive circuit to adjust the output braking force so that the braking force output by the other brake motor is greater than the braking force output by the first brake motor.

[0038] The four corner modules of an electric vehicle can control the independent steering of all four wheels, requiring the use of steer-by-wire. There is no direct mechanical connection between the steering wheel and the steering mechanism. Therefore, if the steering motor fails, how to ensure the controllability and safety of the vehicle needs to be carefully considered. Electric vehicles require sufficient safety redundancy design.

[0039] When either steering motor malfunctions, the axle controller can compensate for the steering failure by controlling the brake motors. Two control chips adjust the braking force output of the two brake motors through the drive circuit, ensuring that the braking forces output by the two brake motors are unequal. When the braking forces output by the two brake motors are unequal, the braking forces on the two wheels are unequal, thus causing the electric vehicle to experience yaw torque and achieve steering. During the process of controlling the two wheels to turn left, if one or the other steering motor malfunctions, the two control chips, through the drive circuit, control the two brake motors to adjust their output braking force so that the braking force output by the other brake motor is greater than that of the first brake motor. This results in the left wheel experiencing a greater braking force than the right wheel, causing the electric vehicle to yaw to the left to compensate for the steering failure.

[0040] In another embodiment, the two control chips are used to control the two steering motors to turn the two wheels to the right through the drive circuit. When one or the other steering motor fails, the two brake motors are controlled by the drive circuit to adjust the output braking force so that the braking force output by the other brake motor is less than the braking force output by the first brake motor.

[0041] In one embodiment, when one or the other steering motor fails, the two control chips stop controlling the two steering motors to rotate the two wheels.

[0042] According to the scheme of this application, redundancy of steering control is achieved by using braking control. When any steering motor fails, the braking forces output by the two braking motors are not equal, thereby generating yaw torque to achieve steering of the electric vehicle, thus improving the safety of the electric vehicle.

[0043] In conjunction with the first aspect, in some implementations of the first aspect, the two control chips are used to control the two steering motors to turn the two wheels to the left by the two control chips through the drive circuit. When one steering motor or the other steering motor fails, the two drive motors are controlled by the drive circuit to adjust the output torque of the two drive motors so that the output torque of the other drive motor is greater than the output torque of the first drive motor.

[0044] When any steering motor fails, the axle controller can compensate for the steering malfunction by controlling the drive motors. Two control chips adjust the output torque of the two drive motors through the drive circuit, ensuring that the output torques are unequal. This unequal torque results in unequal driving torque on the two wheels, causing the electric vehicle to experience yaw torque and thus steer. In controlling the two wheels to the left, if one or more steering motors fail, the two control chips adjust the output torque of the two drive motors through the drive circuit to ensure that the torque output of the other drive motor is greater than that of the first. This results in the left wheel experiencing less driving torque than the right wheel, causing the electric vehicle to yaw to the left to compensate for the steering malfunction.

[0045] In another embodiment, the two control chips are used to control the two steering motors to turn the two wheels to the right through the drive circuit. When one or the other steering motor fails, the two drive motors are controlled by the drive circuit to adjust the output torque of the two drive motors so that the output torque of the other drive motor is less than the output torque of the first drive motor.

[0046] According to the solution of this application, redundancy in steering control is achieved by using drive control. When any steering motor fails, the torque output of the two drive motors is not equal, thereby generating yaw torque to achieve steering of the electric vehicle, thus improving the safety of the electric vehicle.

[0047] In conjunction with the first aspect, in some implementations of the first aspect, each corner module is also used to integrate a suspension motor for adjusting the damping or height of the suspension of the left or right wheel, a control chip is also used to control the output torque of a suspension motor via a drive circuit to adjust the suspension for connecting the right wheel, and another control chip is also used to control the output torque of another suspension motor via a drive circuit to adjust the suspension for connecting the left wheel.

[0048] Each corner module also integrates a suspension motor for controlling the left or right wheel. Correspondingly, an axle controller controls two suspension motors. The axle controller integrates control of the drive motor, brake motor, steering motor, and suspension motor. Each wheel's corresponding suspension connects the electric vehicle body to that wheel, providing support, cushioning, and stability during electric vehicle operation. Each wheel is individually connected to the electric vehicle body via a suspension. For damping-adjustable suspensions, the axle controller controls the two suspension motors to adjust the suspension damping according to a target damping coefficient or target damping level. For height-adjustable suspensions, the axle controller controls the two suspension motors to adjust the suspension height according to a target height. The suspensions in this application include semi-active and fully active suspensions, such as air springs, air suspensions, active electromagnetic ride control (MRC) suspensions, continuous damping control (CDC) suspensions, and linear motor suspensions.

[0049] In complex driving scenarios where electric vehicles require coordination of drive, braking, and suspension, such as intelligent driving, drifting, U-turns, and driving on bumpy roads, the axle controller can jointly control the drive motor, brake motor, steering motor, and suspension motor corresponding to two wheels, and coordinately adjust the torque, braking force, steering angle, and suspension damping and height output to the wheels, thereby improving the accuracy of coordinated control.

[0050] According to the solution in this application, the axle controller integrates the control of the drive motor, brake motor, steering motor and suspension motor. Through coordinated control, it can improve the control limit of electric vehicles and enhance handling performance and comfort.

[0051] In conjunction with the first aspect, in some implementations of the first aspect, the axle controller includes a housing for accommodating two control chips and a drive circuit. The housing surface includes multiple communication interfaces, multiple sensor interfaces, a power battery interface, a low-voltage battery interface, and multiple current output interfaces. The two control chips are used to receive at least two signals from the electric vehicle's Controller Area Network (CAN) bus via the communication interfaces. The drive circuit is used to receive power from two low-voltage batteries via the low-voltage battery interfaces and supply power to two steering motors and two brake motors via the multiple current output interfaces. The drive circuit is also used to receive high-voltage direct current (VDC) output from the power battery via the power battery interfaces, convert the VDC into a first alternating current (AC) and supply power to the two drive motors via the multiple current output interfaces, and to convert the VDC into a second AC and supply power to the two suspension motors via the multiple current output interfaces. The two control chips are used to connect to an accelerator pedal sensor via a hardwired connection through the sensor interfaces and control the drive circuit to adjust the current magnitude of the first AC output to the two drive motors based on the accelerator pedal opening indicated by the accelerator pedal sensor. The two control chips are also used to connect the brake pedal sensor via a hardwired interface and control the drive circuit to adjust the current output to the two brake motors according to the brake pedal opening indicated by the brake pedal sensor.

[0052] To control the drive motor, brake motor, steering motor, and suspension motor, the axle controller requires multiple interfaces. The controller's housing surface includes multiple communication interfaces, multiple sensor interfaces, a power battery interface, a low-voltage battery interface, and multiple current output interfaces. The axle controller receives signals from the electric vehicle controller area network bus via the communication interfaces, which are used to receive signals from other components or sensors in the electric vehicle, thereby enabling calculations. The axle controller's two drive chips receive power from two low-voltage batteries through the low-voltage battery interfaces.

[0053] The drive circuit is used to drive the two drive motors, two brake motors, and two steering motors of the two corner modules respectively. The drive circuit receives low-voltage DC power from the low-voltage battery through the low-voltage battery interface and high-voltage DC power from the power battery through the power battery interface. The drive circuit converts the low-voltage DC and high-voltage DC power to power the two drive motors, two brake motors, two steering motors, and two suspension motors. The drive circuit converts the high-voltage DC power into a first type of AC power and supplies it to the drive motors through multiple current output interfaces. The drive circuit converts the high-voltage DC power into a second type of AC power and supplies it to the two suspension motors through multiple current output interfaces.

[0054] The axle controller connects to the electric vehicle's sensors via multiple sensor interfaces on its housing surface. These sensors include an accelerator pedal sensor and a brake pedal sensor. The axle controller receives signals from the electric vehicle's sensors through these sensor interfaces.

[0055] In one implementation, the sensor interface is hardwired to both the accelerator pedal sensor and the brake pedal sensor. The shaft controller receives accelerator pedal signals from the accelerator pedal sensor and brake pedal signals from the brake pedal sensor via the hardwired connections. The accelerator pedal signal from the accelerator pedal sensor indicates the accelerator pedal opening, and the brake pedal signal from the brake pedal sensor indicates the brake pedal opening.

[0056] The accelerator pedal in this application is also called the power pedal or accelerator pedal. The opening degree of the accelerator pedal indicates the amount of driving force required by the driver. The larger the opening degree of the accelerator pedal, the greater the driver's demand for driving force, and the greater the torque required from the drive motor. The shaft controller controls the current of the first AC power output from the drive circuit to the drive motor according to the opening degree of the accelerator pedal, so that the drive motor outputs the torque indicated by the accelerator pedal opening degree. The larger the opening degree of the accelerator pedal, the greater the current of the first AC power output from the drive circuit, and thus the greater the torque output by the drive motor. The smaller the opening degree of the accelerator pedal, the smaller the current of the first AC power output from the drive circuit, and thus the smaller the torque output by the drive motor. The shaft controller controls the torque output by the drive motor to change with the change in the opening degree of the accelerator pedal.

[0057] In this application, the brake pedal is also referred to as the brake or brake pedal. The opening degree of the brake pedal indicates the amount of braking force required by the driver. The larger the opening degree of the brake pedal, the greater the driver's demand for braking, and the greater the braking force output by the brake motor of the axle module. During normal vehicle operation, the axle controller controls the current output by the drive circuit to the brake motor based on the brake pedal opening degree, so that the brake motor outputs the braking force indicated by the brake pedal opening degree. The larger the brake pedal opening degree, the greater the current output by the drive circuit, and thus the greater the braking force output by the brake motor. Conversely, the smaller the brake pedal opening degree, the smaller the current output by the drive circuit, and thus the smaller the braking force output by the brake motor. The axle controller controls the brake motor to change the braking force output by the brake motor according to the change in the brake pedal opening degree.

[0058] In traditional corner module architectures, the central controller receives signals from the accelerator pedal and brake pedal sensors, performs calculations, and then sends control signals to the motor controllers and brake motor controllers in each corner module via the Controller Area Network (CLAN) bus. Due to bandwidth limitations of the CLAN bus, there is a delay in the sensor information's perception of the final actuator execution. In contrast, the shaft controller in this application receives signals from the accelerator pedal and brake pedal sensors via hardwired connections. Based on these signals, it performs calculations and controls the drive circuits to control the drive motors and brake motors of the two corner modules, shortening the signal transmission path and reducing latency.

[0059] The axle controller integrates accelerator pedal and brake pedal sensors, acting as a computing center to control the drive and brake motors of the two corner modules. Compared to multiple independent controllers controlling the drive and brake motors separately, where each controller acquires sensor signals, performs calculations, and sends control signals to the corner modules, the coordination between drive and brake motors can be inaccurate due to differences in processing and signal transmission times, resulting in lower wheel control precision. The collaborative control by the two control chips of the axle controller improves integration and accuracy. Furthermore, multiple independent controllers interacting with each other results in numerous communication nodes, complex redundancy, and the possibility of repeated readings of the same sensor signals and separate vehicle state calculations and estimations within each controller, increasing computational load and wasting existing hardware resources. Integrated control by the axle controller reduces the number of independent control boxes, consolidating them into a single axle controller box, reducing overall vehicle layout requirements and lowering costs.

[0060] According to the solution of this application, the surface of the shaft controller housing is provided with necessary interfaces for controlling the two corner modules. The shaft controller is directly connected to the accelerator pedal sensor and the brake pedal sensor through hard wires, and performs control according to the signals, which reduces the signal transmission time, improves the accuracy and response speed of vehicle control, and enhances the flexibility and reliability of the corner module system.

[0061] In conjunction with the first aspect, in some implementations of the first aspect, the shaft controller further includes a DC-DC converter circuit, which is used to step down and convert the high-voltage DC power output from the power battery to power the two steering motors or the two brake motors.

[0062] The shaft controller is connected to at least two or more low-voltage batteries. The shaft controller also includes a DC-DC converter circuit, which can step down the high-voltage DC power received from the power battery to convert it into low-voltage DC power, thereby achieving the same function as the low-voltage DC power output from the two low-voltage batteries.

[0063] According to the solution in this application, a DC-DC converter circuit is set inside the axis controller, which provides high-voltage auxiliary power supply while setting redundant low-voltage batteries, thereby achieving power supply redundancy and improving the stability and safety of the corner module system.

[0064] In conjunction with the first aspect, in some implementations of the first aspect, the axle controller is used to connect to the vehicle controller of the electric vehicle via an onboard Ethernet ETH, and two control chips are used to receive at least two onboard Ethernet signals via a communication interface.

[0065] The axle controller communicates via a controller area network (CAN) bus, and also has at least two Ethernet (ETH) communication channels. CAN communication is redundant, as is Ethernet communication with the CAN bus. The axle controller can also communicate via a local interconnect network (LIN) bus, a high-speed fault-tolerant network protocol (FlexRay), or other types of connections.

[0066] According to the solution in this application, the axis controller supports multi-channel controller area network bus and Ethernet communication, which ensures communication efficiency and improves the stability and security of the corner module system.

[0067] In conjunction with the first aspect, in some implementations of the first aspect, the multiple sensor interfaces further include an acceleration sensor interface, a wheel speed sensor interface, and a height sensor interface. The acceleration sensor interface is used to receive acceleration signals from the acceleration sensors, and the acceleration signals are used to indicate the vertical acceleration of the electric vehicle body. The wheel speed sensor interface is used to receive wheel speed signals from two wheel speed sensors, and the wheel speed signals are used to indicate the rotational speed of each wheel. The height sensor interface is used to receive height signals from the height sensor, and the height signals are used to indicate the vehicle body height at each wheel.

[0068] The sensors also include height sensors, resolver sensors, wheel-side acceleration sensors, temperature sensors, and motor angle and position sensors. Resolver sensors can accurately detect the position, direction, and speed of the drive motor rotor, responsible for monitoring and extracting the drive motor's rotational speed. They feature a high sampling rate, short signal transmission time, and high stability. Clamping force sensors are used to detect the braking force output by the brake motor. The shaft controller receives signals from various sensors through the sensor interface, thereby sensing the operating status of the wheels and the electric vehicle. Based on the sensed operating status, it performs calculations to adjust the control of the drive motor, brake motor, steering motor, and suspension motor.

[0069] According to the proposed scheme, the control signals of the drive motor, brake motor, steering motor, and suspension motor, as well as the sensing signals of the sensors, are directly integrated into the axle controller, reducing the number of control chips. Through communication between the cores of the two control chips, the control, sensing, and computing of the coaxial dual wheels are integrated, achieving near-end closed loop, improving the safety of the corner module system, providing fast real-time response, increasing integration, and reducing costs.

[0070] Secondly, this application provides a corner module system, which includes an axle controller as described in the first aspect and its various implementations above, two drive motors, two brake motors and two steering motors. The corner module system is used to drive, brake and steer the two front wheels or the two rear wheels of an electric vehicle.

[0071] Thirdly, this application provides an electric vehicle, which includes an accelerator pedal sensor, a brake pedal sensor, four corner modules, and two axle controllers as described in the first aspect and its various implementations above. The accelerator pedal sensor is used to connect the two axle controllers respectively via hardwires, and the brake pedal sensor is used to connect the two axle controllers respectively via hardwires. One of the axle controllers is used to drive, brake, and steer the two rear wheels, and the other axle controller is used to drive, brake, and steer the two front wheels. The two axle controllers are interconnected via at least two internal controller local area network buses.

[0072] The electric vehicle includes two corner module systems, each of which includes an axle controller and two corner modules. The two corner module systems are used to control the two front wheels and the two rear wheels, respectively.

[0073] In one embodiment, the two axis controllers have identical internal structures.

[0074] In conjunction with the third aspect, in some implementations of the third aspect, one axle controller is used to send a control signal to another axle controller during the process of controlling the drive motor to output torque to the two rear wheels, controlling the brake motor to output braking force to the two rear wheels, or controlling the steering motor to adjust the steering of the two rear wheels. The control signal instructs the other axle controller to output torque or braking force to the two front wheels or adjust the steering. The other axle controller is used to send a backup control signal to the first axle controller when the first axle controller fails. The backup control signal instructs the first axle controller to output torque or braking force to the two front wheels or adjust the steering.

[0075] In the electric vehicle control process, two axle controllers operate, with one acting as the primary controller and the other as the backup controller. The primary controller interprets the driver's intent, calculates the control target for each corner module based on the accelerator and brake pedal signals, and sends control signals to the backup controller. If the primary controller fails, the backup controller takes over control.

[0076] Other beneficial effects can be found in the description of the first aspect, and will not be repeated here. Attached Figure Description

[0077] Figure 1This is a schematic diagram of an existing electric vehicle architecture provided in this application; Figure 2 This is a schematic diagram of an existing corner module architecture provided in this application; Figure 3 This is a schematic diagram of an electric vehicle architecture provided in an embodiment of this application; Figure 4 This is a schematic diagram of an electric vehicle corner module system provided in an embodiment of this application; Figure 5 This is a schematic diagram of an axis controller provided in an embodiment of this application; Figure 6 This is a schematic diagram of an electric vehicle in motion according to an embodiment of this application; Figure 7 This is a schematic diagram of another electric vehicle in motion provided in an embodiment of this application; Figure 8 This is a schematic diagram of another electric vehicle in motion provided in an embodiment of this application; Figure 9 This is a schematic diagram of a shaft controller structure provided in an embodiment of this application; Figure 10 This is a schematic diagram of a corner module system signal provided in an embodiment of this application. Detailed Implementation

[0078] The technical solutions in this application will now be described in conjunction with the accompanying drawings. The detailed descriptions and drawings of the following embodiments are used to exemplarily illustrate the principles of this application, but should not be used to limit the scope of this application; that is, this application is not limited to the described embodiments.

[0079] As the electrification of electric vehicles further develops, consumers are demanding higher levels of ride comfort, handling stability, and passenger cabin space. Flexible chassis configurations, particularly corner modules, represent a future trend. Corner modules integrate drive, braking, steering, and suspension at all four wheel ends, offering a generational improvement in vehicle space, weight reduction, development cycle, and functionality for special scenarios. However, currently, the components of electric vehicles are largely controlled independently. The drive motor is controlled by both the vehicle controller and the motor controller. A separate brake motor controller manages the brake motor, and steering is handled by the steering motor controller. Each corner module requires multiple independent controllers, each operating independently. These controller boxes occupy significant space, resulting in a low level of integration, high cost, and a lack of redundancy and coordinated control among the multiple controllers.

[0080] In traditional corner module architecture, such as Figure 1 and Figure 2As shown, the electric vehicle includes four corner modules and a central controller. Each corner module includes a drive unit, a braking unit, a steering unit, and a suspension unit. The drive unit includes a motor controller and a drive motor; the braking unit includes a brake motor controller, a brake motor, and a brake reducer; the steering unit includes a steering motor controller, a steering motor, and a steering reducer; and the suspension unit includes a suspension motor controller, a suspension motor, and a suspension reducer. The central controller is connected to multiple controllers in each corner module via a controller area network (CLAN) bus and controls each corner module. After receiving signals from the accelerator pedal sensor and the brake pedal sensor, the central controller performs calculations and then sends control signals to the motor controller and brake motor controller in each corner module via the CLAN bus.

[0081] It should be understood that the aforementioned corner module architecture includes multiple controllers. The corner module simply stacks drive, braking, steering, and suspension components, resulting in a complex system design, low integration, a large number of required controllers, and high cost. Due to the bandwidth limitations of the CAN bus, information transmission and execution are delayed, limiting the system's real-time performance and response speed. Low integration increases system complexity, making maintenance and upgrades difficult. Furthermore, the need for individual design and optimization of each component increases development cycles and costs, hindering rapid iteration and technological updates.

[0082] Based on the above problems, this application provides an axle controller, a corner module system, and an electric vehicle for a corner module system. The drive and braking of two wheels on the same axle are integrated into two control chips of a single axle controller. The braking and drive of the same wheel are respectively set in two control chips, which reduces the total number of control chips. At the same time, the two control chips can be redundant with each other, improving the integration and safety of the corner module control of the electric vehicle.

[0083] Figure 3 This is a schematic diagram of the architecture of the electric vehicle 10 provided in the embodiments of this application.

[0084] like Figure 3 As shown, the electric vehicle 10 includes two corner module systems 11 / 12 and four wheels. Each corner module system includes an axle controller and two corner modules. The four corner modules are corner module 201, corner module 202, corner module 203, and corner module 204. Each corner module is used to drive or brake a corresponding wheel, and each corner module is also used to adjust the steering angle of a corresponding wheel. Corner module system 11 controls the two coaxial front wheels, corner module 201 controls the right front wheel 31, and corner module 202 controls the left front wheel 32; corner module system 12 controls the two coaxial rear wheels, corner module 203 controls the right rear wheel 33, and corner module 204 controls the left rear wheel 34.

[0085] A corner module is a modular unit that integrates functions such as driving, braking, and steering. It is installed at the position of each wheel of the electric vehicle 10, and each corner module is used to control one wheel of the electric vehicle 10. Corner modules are also known as corner module assemblies, corner module drivers, and other names.

[0086] The electric vehicle 10 also includes an accelerator pedal and a brake pedal. The accelerator pedal is used to indicate the torque output to the wheels of the electric vehicle 10. The brake pedal is used to indicate the braking force output to the wheels of the electric vehicle 10.

[0087] The accelerator pedal in this application is also called the power pedal or throttle pedal. The opening degree of the accelerator pedal indicates the amount of driving force required by the driver. The greater the opening degree of the accelerator pedal, the greater the driver's demand for driving force, and the greater the torque output of the corresponding demand angle module.

[0088] The brake pedal in this application is also referred to as the brake or brake pedal. The opening degree of the brake pedal indicates the amount of braking force required by the driver. The greater the opening degree of the brake pedal, the greater the driver's demand for braking, and the greater the braking force required from the angle module.

[0089] Figure 4 This is a schematic diagram of the electric vehicle corner module system provided in the embodiments of this application.

[0090] like Figure 4 As shown, the electric vehicle 10 includes an accelerator pedal sensor, a brake pedal sensor, and two corner module systems 11 / 12.

[0091] The corner module system includes a shaft controller, two drive motors 30, two brake motors 40 and two steering motors 50. The corner module system is used to drive, brake and steer the two front wheels or the two rear wheels of the electric vehicle 10.

[0092] The accelerator pedal sensor is used to connect to the two axle controllers 21 / 22 via hardwires, and the brake pedal sensor is used to connect to the two axle controllers 21 / 22 via hardwires. One of the axle controllers 21 / 22 is used to drive, brake, and steer the two rear wheels, and the other axle controller 21 / 22 is used to drive, brake, and steer the two front wheels. The two axle controllers 21 / 22 are interconnected via at least two internal controller local area network buses.

[0093] Figure 5 and Figure 9 This is a schematic diagram of the axis controller provided in an embodiment of this application. The following is in conjunction with... Figure 5 and Figure 9The axis controller provided in this application will be described below. For the sake of brevity, one of the two axis controllers 21 / 22 will be used as an example. The axis controller is either axis controller 21 used to control the front axis or axis controller 22 used to control the rear axis.

[0094] like Figure 5 As shown, the axis controller controls two corner modules corresponding to a left and a right wheel on the same axis. Each corner module integrates a drive motor 30 and a brake motor 40 to control either the left or right wheel. The axis controller includes two control chips for inter-core communication and a drive circuit. One of the control chips, control chip 1, controls the drive motor 30 to output torque to the left wheel to drive it and controls the brake motor 40 to brake the right wheel. The other control chip, control chip 2, controls the other drive motor 30 to output torque to the right wheel to drive it and controls the other drive motor 30 to brake the left wheel.

[0095] The corner module is a modular unit that integrates functions such as driving, braking and steering. It is installed at the position of each wheel of the electric vehicle 10. The corner module is used to realize the control of one wheel of the electric vehicle 10.

[0096] The axle controller controls two corner modules corresponding to two wheels on the same axle. The two wheels include a left wheel and a rear wheel; the two rear wheels are either the two front wheels or the two rear wheels of the electric vehicle 10. Each corner module corresponding to a wheel integrates a drive motor 30 and a brake motor 40 for controlling that wheel. Correspondingly, the axle controller controls the two drive motors 30 and the two brake motors 40.

[0097] The axis controller includes two control chips and a drive circuit. The two control chips can communicate with each other, enabling them to work collaboratively effectively. The drive circuit outputs current to the drive motor 30 and brake motor 40 in the corner module, thereby driving the drive motor 30 and brake motor 40. One of the control chips, chip 1, controls the drive motor 30 corresponding to the left wheel and the brake motor 40 corresponding to the right wheel via the drive circuit. The other control chip, chip 2, controls the drive motor 30 corresponding to the right wheel and the brake motor 40 corresponding to the left wheel via the drive circuit. Control chip 1 controls one drive motor 30 to output torque to the left wheel to drive it, and also controls the brake motor 40 to output braking force to brake the right wheel. The other control chip, chip 2, controls another drive motor 30 to output torque to the right wheel to drive it, and also controls the other drive motor 30 to output braking force to brake the left wheel.

[0098] The drive motors 30 for each of the two wheels are each controlled by a separate control chip, operating independently with internal redundancy in the drive control system. Similarly, the brake motors 40 for each of the two wheels are each controlled by a separate control chip, operating independently with internal redundancy in the brake control system. Furthermore, the drive motors 30 and 40 for the same wheel are controlled by different control chips, ensuring mutual redundancy.

[0099] According to the solution of this application, the driving and braking of two coaxial wheels are integrated into two control chips of a single axle controller. The two wheels are controlled by two separate control chips, and the braking and driving control of the same wheel are set in two separate control chips. This reduces the total number of control chips, and the two control chips can be redundant with each other, improving computing power and the stability of the corner module system, and improving the integration and safety of the 10-corner module control of electric vehicles.

[0100] In one embodiment, a control chip 1 is used to control another brake motor 40 to brake the left wheel through another control chip 2 via a drive circuit when the other control chip 2 fails, and to control a drive motor 30 to output reverse torque to brake the left wheel.

[0101] The drive and braking controls for the same wheel are housed in two separate control chips, thus providing redundancy for the drive motor 30 in case the brake motor 40 fails. When the electric vehicle 10 brakes, the axle controller controls the two brake motors 40 to output braking force to the left and right wheels respectively. If the other control chip 2 malfunctions, the other brake motor 40 controlled by it will be unable to output braking force, and the left wheel will not brake. If one control chip 1 is functioning normally, it controls one brake motor 40 to output braking force to brake the right wheel. Simultaneously, this control chip 1 also controls one drive motor 30 to output reverse torque, which is used to brake the left wheel. Therefore, when the other control chip 2 malfunctions and cannot properly control the other brake motor 40 to output braking force, the functioning control chip 1 can achieve braking of both the left and right wheels.

[0102] In another embodiment, another control chip 2 is used to control another drive motor 30 to output reverse torque to brake the right wheel when one control chip 1 controls a brake motor 40 to brake the right wheel through the drive circuit during the process of one control chip 1 controlling a brake motor 40 to brake the right wheel.

[0103] When the electric vehicle 10 brakes, the axle controller controls two brake motors 40 to output braking force to the left and right wheels respectively. If one control chip 1 malfunctions, one brake motor 40 controlled by control chip 1 will fail to output braking force, and the right wheel will not brake. The other control chip 2 is functioning normally. This other control chip 2 controls another brake motor 40 to output braking force to brake the left wheel. At the same time, this control chip 1 also controls another drive motor 30 to output reverse torque, which is used to brake the right wheel.

[0104] It should be understood that a failure of the other control chip 2 includes failure of the other control chip 2, failure of part of the drive circuit of the other control chip 2 used to control the other brake motor 40, failure of the other brake motor 40, and other situations that prevent the other control chip 2 from controlling the other brake motor 40 to output braking force normally are also considered to be within the scope of failure of the other control chip 2.

[0105] In another embodiment, the two control chips are used to control the two drive motors 30 to output reverse torque to brake the left and right wheels when the two brake motors 40 fail during the process of braking the left and right wheels by controlling the two brake motors 40 through the drive circuit.

[0106] When both brake motors 40 fail, the shaft controller can compensate for the braking force that the brake motors 40 cannot output by controlling both drive motors 30 to output reverse torque, thereby achieving braking redundancy.

[0107] In one embodiment, each corner module is also used to integrate a steering motor 50 for controlling the left or right wheel, a control chip 1 is also used to control one steering motor 50 to rotate the right wheel via a drive circuit, and another control chip 2 is also used to control another steering motor 50 to rotate the left wheel via a drive circuit.

[0108] Each corner module also integrates a steering motor 50 for controlling either the left or right wheel. Correspondingly, an axle controller controls both steering motors 50. A drive circuit outputs current to each steering motor 50 to drive them. One control chip 1 controls one steering motor 50 to output torque via the drive circuit to adjust the steering angle of the right wheel, while another control chip 2 controls the other steering motor 50 to output torque via the drive circuit to adjust the steering angle of the left wheel.

[0109] In one embodiment, a control chip 1 is further configured to control another steering motor 50 to rotate the left wheel via a drive circuit when another control chip 2 fails. The other control chip 2 is further configured to control a steering motor 50 to rotate the right wheel via a drive circuit when one control chip 1 fails.

[0110] Two independent steering controls are deployed in the same control chip 1, which can control the steering of both the left and right wheels.

[0111] When both control chips are functioning normally, control chip 1 controls one steering motor 50 to rotate the right wheel, and control chip 2 controls the other steering motor 50 to rotate the left wheel. If either control chip fails, the malfunctioning control chip takes over controlling the wheels. If control chip 2 fails, it cannot control the other steering motor 50 to rotate the left wheel; in this case, control chip 1 controls the other steering motor 50 to rotate the left wheel via the drive circuit. Similarly, if control chip 1 fails, it cannot control one steering motor 50 to rotate the right wheel; in this case, control chip 2 controls one steering motor 50 to rotate the left wheel via the drive circuit.

[0112] In one embodiment, a control chip 1 is used to control another brake motor 40 to brake the left wheel through another control chip 2 via a drive circuit. When the other control chip 2 fails, it controls a steering motor 50 to turn the right wheel to the left and controls another steering motor 50 to turn the left wheel to the right via a drive circuit.

[0113] Since a single control chip can control the steering of both wheels, when any control chip fails, the brake motor 40's inability to output braking force can be compensated for by the normal control chip controlling the steering of both wheels.

[0114] like Figure 6 As shown, when the electric vehicle 10 brakes, the axle controller controls two brake motors 40 to output braking force to the left and right wheels respectively. If another control chip 2 malfunctions, the other brake motor 40 controlled by that chip will be unable to output braking force. If one control chip 1 is functioning normally, it stops controlling one brake motor 40 to output braking force and instead controls one steering motor 50 to rotate the right wheel to the left and another steering motor 50 to rotate the left wheel to the right. Both wheels of the electric vehicle 10 rotate inwards, i.e., the right wheel rotates to the left and the left wheel to the right, creating a braking action similar to that of skiing. The force on the wheels is adjusted by the rotation angle of the two wheels. When the wheels slide laterally, the lateral friction increases significantly, thereby significantly reducing the speed of the electric vehicle 10 and compensating for the inability of the brake motor 40 to output braking force.

[0115] In another embodiment, another control chip 2 is used to control a brake motor 40 to brake the right wheel when a control chip 1 malfunctions, and to control a steering motor 50 to turn the right wheel to the left and control another steering motor 50 to turn the left wheel to the right.

[0116] In one embodiment, a control chip 1 is specifically used to control the right wheel to turn to the left at an angle equal to the left wheel to turn to the right.

[0117] When controlling each wheel to rotate inward to increase the frictional braking force on the wheel, it is necessary to ensure that the two wheels rotate inward at equal angles. Otherwise, the forces on the two wheels will be unbalanced, which will cause the electric vehicle 10 to yaw and affect driving safety.

[0118] In another embodiment, another control chip 2 is used to control a brake motor 40 to brake the right wheel when one control chip 1 controls the brake motor 40 to brake the right wheel via a drive circuit. If one control chip 1 malfunctions, it controls a steering motor 50 to rotate the right wheel to the left and another steering motor 50 to rotate the left wheel to the right via the drive circuit. Specifically, the other control chip 2 is used to control the angle at which the right wheel rotates to the left to be equal to the angle at which the left wheel rotates to the right.

[0119] In one embodiment, the two control chips are used to control the two steering motors 50 to turn the two wheels to the left during the process of the two control chips controlling the two steering motors 50 through the drive circuit to adjust the output braking force of the two brake motors 40 so that the braking force output by the other brake motor 40 is greater than the braking force output by the first brake motor 40 when one of the steering motors 50 or the other steering motor 50 fails.

[0120] The four corner modules of the electric vehicle 10 can control the independent steering of all four wheels, requiring the use of steer-by-wire. There is no direct mechanical connection between the steering wheel and the steering mechanism. Therefore, if the steering motor 50 fails, how to ensure the controllability and safety of the vehicle needs to be carefully considered. The electric vehicle 10 needs sufficient safety redundancy design.

[0121] like Figure 7As shown, when any steering motor 50 malfunctions, the axle controller can compensate for the steering failure by controlling the brake motor 40. The two control chips adjust the braking forces output by the two brake motors 40 through the drive circuit, making their output braking forces unequal. When the braking forces output by the two brake motors 40 are unequal, the braking forces on the two wheels are unequal, thus causing the electric vehicle 10 to experience yaw torque and achieve steering. During the process of controlling the two wheels to the left, if one or the other steering motor 50 malfunctions, the two control chips control the two brake motors 40 through the drive circuit to adjust their output braking forces so that the braking force output by the other brake motor 40 is greater than that of the first brake motor 40. This results in the left wheel experiencing a greater braking force than the right wheel, causing the electric vehicle 10 to yaw to the left to compensate for the steering failure.

[0122] In another embodiment, the two control chips are used to control the two steering motors 50 to turn the two wheels to the right during the process of the two control chips controlling the two steering motors 50 through the drive circuit to adjust the output braking force of the two brake motors 40 so that the braking force output by the other brake motor 40 is less than the braking force output by the first brake motor 40 when one of the steering motors 50 or the other steering motor 50 fails.

[0123] In one embodiment, when one steering motor 50 or the other steering motor 50 fails, the two control chips stop controlling the two steering motors 50 to rotate the two wheels.

[0124] In one embodiment, the two control chips are used to control the two steering motors 50 to turn the two wheels to the left during the process of the two control chips controlling the two steering motors 50 through the drive circuit to adjust the output torque of the two drive motors 30 so that the output torque of the other drive motor 30 is greater than the output torque of the first drive motor 30 when one or the other steering motor 50 fails.

[0125] like Figure 8As shown, when any steering motor 50 malfunctions, the axle controller can compensate for the steering failure by controlling the drive motor 30. The two control chips adjust the output torque of the two drive motors 30 through the drive circuit, making their output torques unequal. When the output torques of the two drive motors 30 are unequal, the driving torque on the two wheels is unequal, thus causing the electric vehicle 10 to experience yaw torque and achieve steering. During the process of controlling the two wheels to the left, if one or the other steering motor 50 malfunctions, the two control chips control the two drive motors 30 through the drive circuit to adjust their output torque so that the output torque of the other drive motor 30 is greater than the output torque of the first drive motor 30. This results in the driving torque on the left wheel being less than that on the right wheel, causing the electric vehicle 10 to yaw to the left to compensate for the steering failure.

[0126] In another embodiment, the two control chips are used to control the two steering motors 50 to turn the two wheels to the right during the process of the two control chips controlling the two steering motors 50 through the drive circuit to adjust the output torque of the two drive motors 30 so that the output torque of the other drive motor 30 is less than the output torque of the first drive motor 30 when one of the steering motors 50 or the other steering motor 50 fails.

[0127] In one embodiment, each corner module is also used to integrate a suspension motor 60 for adjusting the damping or height of the suspension of the left or right wheel, a control chip 1 is also used to control the output torque of a suspension motor 60 via a drive circuit to adjust the suspension for connecting the right wheel, and another control chip 2 is also used to control the output torque of another suspension motor 60 via a drive circuit to adjust the suspension for connecting the left wheel.

[0128] Each corner module also integrates a suspension motor 60 for controlling the left or right wheel. Correspondingly, an axle controller controls both suspension motors 60. The axle controller integrates control of the drive motor 30, brake motor 40, steering motor 50, and suspension motor 60. Each wheel's corresponding suspension connects the electric vehicle 10 body to that wheel, providing support, cushioning, and stability during the electric vehicle 10's operation. Each wheel is individually connected to the electric vehicle 10 body via a suspension. For damping-adjustable suspensions, the axle controller controls the two suspension motors 60 to adjust the suspension damping according to a target damping coefficient or target damping level. For height-adjustable suspensions, the axle controller controls the two suspension motors 60 to adjust the suspension height according to a target height. The suspensions in this application include semi-active and fully active suspensions, such as air springs, air suspensions, active electromagnetic ride control (MRC) suspensions, continuous damping control (CDC) suspensions, and linear motor suspensions.

[0129] In complex driving scenarios where electric vehicles 10 require coordination of drive, braking and suspension, such as intelligent driving, drifting, U-turns, and driving on bumpy roads, the axle controller can jointly control the drive motor 30, brake motor 40, steering motor 50 and suspension motor 60 corresponding to the two wheels, and coordinately adjust the torque, braking force, steering angle and damping and height of the suspension output to the wheels, thereby improving the accuracy of coordinated control.

[0130] According to the solution of this application, the axle controller integrates the control of the drive motor 30, brake motor 40, steering motor 50 and suspension motor 60. Through coordinated control, the control limit of the electric vehicle 10 can be improved, and the handling performance and comfort can be enhanced.

[0131] In one embodiment, such as Figure 9 As shown, the axle controller includes a housing for accommodating two control chips and a drive circuit. The housing surface includes multiple communication interfaces, multiple sensor interfaces, a power battery interface, a low-voltage battery interface, and multiple current output interfaces. The two control chips receive at least two signals from the CAN bus of the electric vehicle 10 via the communication interfaces. The drive circuit receives power from two low-voltage batteries via the low-voltage battery interface and supplies power to two steering motors 50 and two brake motors 40 via the multiple current output interfaces. The drive circuit also receives high-voltage DC power from the power battery 80 via the power battery interface, converts the high-voltage DC power into a first AC power, and supplies power to two drive motors 30 via the multiple current output interfaces; and converts the high-voltage DC power into a second AC power and supplies power to two suspension motors 60 via the multiple current output interfaces. The two control chips are connected to the accelerator pedal sensor via a hardwired connection through the sensor interface and control the drive circuit to adjust the magnitude of the first AC current output to the two drive motors 30 according to the accelerator pedal opening indicated by the accelerator pedal sensor. The two control chips are also used to connect the brake pedal sensor via a hardwired interface and control the drive circuit to adjust the current output to the two brake motors 40 according to the brake pedal opening indicated by the brake pedal sensor.

[0132] To control the drive motor 30, brake motor 40, steering motor 50, and suspension motor 60, the axle controller requires multiple interfaces. The axle controller's housing surface includes multiple communication interfaces, multiple sensor interfaces, a power battery interface, a low-voltage battery interface, and multiple current output interfaces. The axle controller receives signals from the electric vehicle 10's controller area network bus via the communication interfaces, and is used to receive signals from other components or sensors of the electric vehicle 10, thereby enabling calculations. The axle controller's two drive chips receive power from two low-voltage batteries 71 / 72 via the low-voltage battery interface.

[0133] The drive circuit is used to drive the two drive motors 30, two brake motors 40, and two steering motors 50 of the two corner modules respectively. The drive circuit receives low-voltage DC power from low-voltage batteries 71 / 72 through the low-voltage battery interface and high-voltage DC power from power battery 80 through the power battery interface. The drive circuit converts the low-voltage and high-voltage DC power to power the two drive motors 30, two brake motors 40, two steering motors 50, and two suspension motors 60. The drive circuit converts the high-voltage DC power into first AC power and supplies it to the drive motors 30 through multiple current output interfaces. The drive circuit converts the high-voltage DC power into second AC power and supplies it to the two suspension motors 60 through multiple current output interfaces.

[0134] The axle controller connects to the sensors of the electric vehicle 10 via multiple sensor interfaces on the housing surface. These sensors include an accelerator pedal sensor and a brake pedal sensor. The axle controller receives signals from the sensors of the electric vehicle 10 through these sensor interfaces.

[0135] In one implementation, the sensor interface is hardwired to both the accelerator pedal sensor and the brake pedal sensor. The shaft controller receives accelerator pedal signals from the accelerator pedal sensor and brake pedal signals from the brake pedal sensor via the hardwired connections. The accelerator pedal signal from the accelerator pedal sensor indicates the accelerator pedal opening, and the brake pedal signal from the brake pedal sensor indicates the brake pedal opening.

[0136] The axis controller controls the current of the first AC power output from the drive circuit to the drive motor 30 based on the accelerator pedal opening, so that the drive motor 30 outputs the torque indicated by the accelerator pedal opening. A larger accelerator pedal opening results in a larger current output from the drive circuit, thus a larger torque output from the drive motor 30; conversely, a smaller accelerator pedal opening results in a smaller current output from the drive circuit, thus a smaller torque output from the drive motor 30. The torque output by the drive motor 30 changes with the accelerator pedal opening.

[0137] The shaft controller controls the current output from the drive circuit to the brake motor 40 based on the brake pedal opening, so that the brake motor 40 outputs the braking force indicated by the brake pedal opening. The larger the brake pedal opening, the larger the current output by the drive circuit, and thus the larger the braking force output by the brake motor 40. Conversely, the smaller the brake pedal opening, the smaller the current output by the drive circuit, and thus the smaller the braking force output by the brake motor 40. The shaft controller controls the braking force output by the brake motor 40 to change with the brake pedal opening.

[0138] In traditional corner module architectures, the central controller receives signals from the accelerator pedal and brake pedal sensors, performs calculations, and then sends control signals via the controller area network (LAN) bus to the motor controllers and brake motor 40 controllers in each corner module. Due to bandwidth limitations of the LAN bus, there is a delay in the sensor information sensing the final actuator execution. In contrast, the two control chips of the shaft controller in this application receive signals from the accelerator pedal and brake pedal sensors via hardwired connections. Based on these signals, the controller performs calculations and controls the drive circuits to control the drive motors 30 and brake motors 40 of the two corner modules, shortening the signal transmission path and reducing latency.

[0139] The axle controller integrates accelerator pedal and brake pedal sensors, and as the computing center, it controls the drive motors 30 and brake motors 40 of the two corner modules. Compared to multiple independent controllers controlling the drive motors 30 and brake motors 40 separately, where multiple independent controllers acquire sensor signals, perform calculations independently, and then send control signals to the corner modules, the coordination of drive and brake operations by the corner modules may have errors due to differences in processing time and signal transmission time, resulting in lower wheel control accuracy. The collaborative control by the two control chips of the axle controller improves the integration and accuracy of the control. Furthermore, multiple independent controllers interacting results in too many communication nodes, complex redundant design, and the possibility of multiple independent controllers repeatedly reading and using the same sensor signals and performing vehicle state calculations and estimations independently within their respective controllers, leading to increased computational load and wasted hardware resources. Integrated control by the axle controller reduces the number of independent control boxes, integrating them into a single axle controller control box, reducing the requirements for overall vehicle layout and lowering costs.

[0140] According to the solution of this application, the surface of the shaft controller housing is provided with necessary interfaces for controlling the two corner modules. The shaft controller is directly connected to the accelerator pedal sensor and the brake pedal sensor through hard wires, and performs control according to the signals, which reduces the signal transmission time, improves the accuracy and response speed of vehicle control, and enhances the flexibility and reliability of the corner module system.

[0141] In one embodiment, the shaft controller further includes a DC-DC converter circuit, which is used to step down and convert the high-voltage DC power output from the power battery 80 to power the two steering motors 50 or the two brake motors 40.

[0142] The axis controller is connected to at least two or more low-voltage batteries 71 / 72. The axis controller also includes a DC-DC converter circuit, which can step down the high-voltage DC power received from the power battery 80 to convert the high-voltage DC power into low-voltage DC power, thereby achieving the same function as the low-voltage DC power output by the two low-voltage batteries 71 / 72.

[0143] In one embodiment, the axle controller is used to connect to the vehicle controller of the electric vehicle 10 via an onboard Ethernet ETH, and two control chips are used to receive at least two onboard Ethernet signals via a communication interface.

[0144] The axle controller communicates via a controller area network (CAN) bus, and also has at least two Ethernet (ETH) communication channels. CAN communication is redundant, as is Ethernet communication with the CAN bus. The axle controller can also communicate via a local interconnect network (LIN) bus, a high-speed fault-tolerant network protocol (FlexRay), or other types of connections.

[0145] In one embodiment, the plurality of sensor interfaces further include an acceleration sensor interface, a wheel speed sensor interface, and a height sensor interface. The acceleration sensor interface is used to receive acceleration signals from the acceleration sensors, which are used to indicate the vertical acceleration of the electric vehicle 10. The wheel speed sensor interface is used to receive wheel speed signals from two wheel speed sensors, which are used to indicate the rotational speed of each wheel. The height sensor interface is used to receive height signals from the height sensors, which are used to indicate the vehicle height at each wheel.

[0146] The sensors also include height sensors, resolver sensors, wheel-side acceleration sensors, temperature sensors, and motor angle and position sensors. The resolver sensor can accurately detect the position, direction, and speed of the drive motor 30 rotor, and is responsible for monitoring and extracting the rotational speed of the drive motor 30. It features a high sampling rate, short signal transmission time, and high stability. The clamping force sensor is used to detect the braking force output by the brake motor 40. The shaft controller receives signals from various sensors through the sensor interface to perceive the operating status of the wheels and the electric vehicle 10. Based on the perceived operating status, it performs calculations to adjust the control of the drive motor 30, brake motor 40, steering motor 50, and suspension motor 60.

[0147] According to the proposed scheme, the control signals of the drive motor 30, brake motor 40, steering motor 50 and suspension motor 60 and the sensing signals of the sensors are directly integrated into the axle controller, reducing the number of control chips. Through communication between the cores of the two control chips, the control and sensing of the coaxial dual wheels are integrated, realizing near-end closed loop, improving the safety of the corner module system, providing fast real-time response, increasing integration, and reducing costs.

[0148] Figure 10 This is a schematic diagram of the signal of the 10-corner module system for electric vehicles provided in the embodiments of this application.

[0149] like Figure 10 As shown, the electric vehicle 10 includes two axle controllers 21 / 22, each controlling the corner modules of two wheels. The two axle controllers 21 / 22 are connected and exchange signals via at least two internal controller area network (CAN) buses. The two axle controllers 21 / 22 are also connected to the central computer of the electric vehicle 10 via Ethernet (ETH) for signal exchange. The axle controllers connect to the sensors and actuators of the electric vehicle 10 via CAN bus, Ethernet, local interconnect network (LIN) bus, high-speed fault-tolerant network protocol (FlexRay), or other types of connection methods for signal exchange. Ethernet and CAN communication are redundant, and CAN communication is redundant among themselves.

[0150] The axle controller is connected to the power battery 80. High-voltage DC power is supplied to the drive circuit of the axle controller and powers the two drive motors 30 and the two suspension motors 60. The axle controller is also connected to at least two low-voltage batteries 71 / 72, which power the two control chips and the two brake motors 40 and the two steering motors 50. The axle controller also includes a DC-DC converter circuit to convert the high-voltage DC power to low-voltage DC power, achieving redundant low-voltage power supply.

[0151] The sensors in the electric vehicle 10 include a resolver sensor, a height sensor, a wheel-side acceleration sensor, a temperature sensor, and a motor angle position sensor. The internal structures of the front axle controller 21 and the rear axle controller 22 are identical.

[0152] In one embodiment, the rear axle controller 22 serves as the main controller, and the front axle controller 21 serves as the backup controller.

[0153] In one embodiment, a shaft controller is configured to send a control signal to another shaft controller during the process of controlling the drive motor 30 to output torque to the two rear wheels, controlling the brake motor 40 to output braking force to the two rear wheels, or controlling the steering motor 50 to adjust the steering of the two rear wheels. The control signal instructs the other shaft controller to output torque or braking force to the two front wheels or adjust the steering. The other shaft controller is configured to send a backup control signal to the first shaft controller when the first shaft controller fails. The backup control signal instructs the first shaft controller to output torque or braking force to the two front wheels or adjust the steering.

[0154] In the control process of the electric vehicle 10, two axle controllers 21 / 22 operate, with one axle controller acting as the primary controller and the other as the backup controller. The primary controller interprets the driver's intent, calculates the control target for each corner module based on the accelerator and brake pedal signals, and sends control signals to the backup controller. If the primary controller fails, the backup controller takes over control.

[0155] The axle controller receives wheel speed signals from the left and right wheels, accelerator pedal signals from the accelerator pedal sensor, and brake pedal signals from the brake pedal sensor. Based on these input signals, it controls the two drive motors 30, two brake motors 40, two suspension motors 60, and the two suspensions. The axle controller also controls the left and right air springs. Furthermore, as the main controller, the axle controller also receives wheel speed signals from all four wheels, suspension height, and suspension acceleration to perform vehicle motion control (VDC) and sends control signals to the other axle controller.

[0156] In one embodiment, the suspension control unit (SCU) of the electric vehicle 10 is deployed in the axle controller, which acts as the main controller. The axle controller controls the suspension based on the received suspension height and suspension acceleration, as well as other vehicle information, and adjusts the stiffness, damping, or height of the magnetorheological suspension or the continuously damped suspension.

[0157] In another embodiment, the suspension control unit (SCU) of the electric vehicle 10 is deployed in two axle controllers 21 / 22.

[0158] According to the scheme of this application, by directly integrating the front axle drive, braking, steering, suspension actuators and sensors into the front axle controller 21, and directly integrating the rear axle drive, braking, steering, suspension actuators and sensors into the rear axle controller 22, and realizing the integrated sensing and computing of single-axle control and near-end closed-loop control through hardware inter-core communication and distributed computing, the accuracy and response speed of vehicle control are improved, the flexibility and reliability of the system are enhanced, the two control chips are redundant to each other, and calculate the control of different wheels respectively, which improves data processing efficiency and system fault tolerance, and improves system stability.

[0159] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A shaft controller for an angle module system in an electric vehicle, characterized in that, The axis controller is used to control two corner modules corresponding to a left wheel and a right wheel on the same axis. Each corner module is used to integrate the drive motor and brake motor for controlling the left wheel or the right wheel. The axis controller includes two control chips for inter-core communication and a drive circuit, wherein: One of the two control chips is used to control a drive motor to output torque to the left wheel through the drive circuit to drive the left wheel and to control a brake motor to brake the right wheel. The other control chip of the two control chips is used to control another drive motor to output torque to the right wheel through the drive circuit to drive the right wheel and to control another drive motor to brake the left wheel.

2. The axis controller according to claim 1, characterized in that, The control chip is used for: During the process of the other control chip controlling the other brake motor to brake the left wheel through the drive circuit, if the other control chip fails, the drive circuit controls the drive motor to output reverse torque to brake the left wheel.

3. The axis controller according to claim 1 or 2, characterized in that, Each of the corner modules is also used to integrate a steering motor for controlling the left or right wheel, and one control chip is also used to control a steering motor to rotate the right wheel via the drive circuit, and another control chip is also used to control another steering motor to rotate the left wheel via the drive circuit.

4. The axis controller according to claim 3, characterized in that, The control chip is also used to: when the other control chip fails, control the other steering motor to rotate the left wheel through the drive circuit; The other control chip is also used to: when the control chip fails, control the steering motor to rotate the right wheel through the drive circuit.

5. The axis controller according to claim 4, characterized in that, The control chip is used for: During the process of the other control chip controlling the other brake motor to brake the left wheel through the drive circuit, if the other control chip malfunctions, the drive circuit controls the one steering motor to turn the right wheel to the left and controls the other steering motor to turn the left wheel to the right.

6. The axis controller according to claim 5, characterized in that, The control chip is specifically used for: The angle at which the right wheel turns to the left is equal to the angle at which the left wheel turns to the right.

7. The axis controller according to any one of claims 3-6, characterized in that, The two control chips are used for: During the process where the two control chips control the two steering motors to rotate the two wheels to the left through the drive circuit, if one of the steering motors or the other steering motor malfunctions, the drive circuit controls the two brake motors to adjust the output braking force so that the braking force output by the other brake motor is greater than the braking force output by the first brake motor.

8. The axis controller according to any one of claims 3-7, characterized in that, The two control chips are used for: During the process where the two control chips control the two steering motors to turn the two wheels to the left through the drive circuit, if one or the other steering motor fails, the drive circuit controls the two drive motors to adjust the output torque so that the torque output by the other drive motor is greater than the torque output by the first drive motor.

9. The axis controller according to any one of claims 1-8, characterized in that, Each of the corner modules is also used to integrate a suspension motor for adjusting the damping or height of the suspension of the left or right wheel. The control chip is also used to control the output torque of a suspension motor via the drive circuit to adjust the suspension for connecting the right wheel. The other control chip is also used to control the output torque of another suspension motor via the drive circuit to adjust the suspension for connecting the left wheel.

10. The axis controller according to any one of claims 1-9, characterized in that, The axis controller includes a housing for accommodating the two control chips and the drive circuit. The surface of the housing includes multiple communication interfaces, multiple sensor interfaces, a power battery interface, a low-voltage battery interface, and multiple current output interfaces, wherein: The two control chips are used to receive at least two signals from the CAN bus of the electric vehicle through the communication interface; The drive circuit is used to receive power from two low-voltage batteries through the low-voltage battery interface and to supply power to two steering motors and two brake motors through the multiple current output interfaces. The drive circuit is also used to receive high-voltage DC power output from the power battery through the power battery interface, convert the high-voltage DC power into first AC power, and then supply power to the two drive motors through the multiple current output interfaces; and to convert the high-voltage DC power into second AC power and supply power to the two suspension motors through the multiple current output interfaces. The two control chips are used to connect to the accelerator pedal sensor via the sensor interface using a hard wire and control the drive circuit to adjust the magnitude of the first AC current output to the two drive motors according to the accelerator pedal opening indicated by the accelerator pedal sensor. The two control chips are also used to connect to the brake pedal sensor via the sensor interface using a hardwire and control the drive circuit to adjust the current output to the two brake motors according to the brake pedal opening indicated by the brake pedal sensor.

11. The axis controller according to claim 10, characterized in that, The shaft controller also includes a DC-DC converter circuit, which is used to step down and convert the high-voltage DC power output from the power battery to power the two steering motors or the two brake motors.

12. The axis controller according to claim 10 or 11, characterized in that, The axle controller is used to connect to the vehicle controller of the electric vehicle via an in-vehicle Ethernet (ETH), and the two control chips are used to receive at least two signals from the in-vehicle Ethernet via the communication interface.

13. The axis controller according to any one of claims 10-12, characterized in that, The plurality of sensor interfaces also include an acceleration sensor interface, a wheel speed sensor interface, and a height sensor interface. The acceleration sensor interface is used to receive acceleration signals from the acceleration sensors, which are used to indicate the vertical acceleration of the electric vehicle body. The wheel speed sensor interface is used to receive wheel speed signals from two wheel speed sensors, which are used to indicate the rotational speed of each wheel. The height sensor interface is used to receive height signals from the height sensors, which are used to indicate the vehicle body height at each wheel.

14. A corner module system, characterized in that, The corner module system includes an axle controller as described in any one of claims 1-13, two drive motors, two brake motors, and two steering motors. The corner module system is used to drive, brake, and steer the two front wheels or the two rear wheels of the electric vehicle.

15. An electric vehicle, characterized in that, The electric vehicle includes an accelerator pedal sensor, a brake pedal sensor, four corner modules, and two axle controllers as described in any one of claims 1-13. The accelerator pedal sensor is used to connect to the two axle controllers respectively via hard wires, and the brake pedal sensor is used to connect to the two axle controllers respectively via hard wires. One of the two axle controllers is used to drive, brake, and steer the two rear wheels, and the other axle controller is used to drive, brake, and steer the two front wheels. The two axle controllers are interconnected via at least two internal controller local area network buses.

16. The electric vehicle according to claim 15, characterized in that, The axis controller is used for: During the process of controlling the drive motor to output torque to the two rear wheels, controlling the brake motor to output braking force to the two rear wheels, or controlling the steering motor to adjust the steering of the two rear wheels, a control signal is sent to the other axle controller. The control signal is used to instruct the other axle controller to output torque or braking force to the two front wheels or adjust the steering. The other axis controller is used for: When one of the axle controllers fails, a backup control signal is sent to the axle controller. The backup control signal is used to instruct the axle controller to output torque or braking force to the two front wheels or to adjust the steering.

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