A mechanical brake hysteresis compensation method and system based on an angular module driving motor

Abstract

The application discloses a kind of mechanical brake hysteresis compensation method and system based on angle module drive motor, the method includes: in response to brake request, total target brake force is solved and instruction is sent to electronic mechanical brake actuator;Real-time monitoring electronic mechanical brake actuator, judge whether it is in its eliminate mechanical clearance physical response hysteresis period;When judging, the high dynamic response mode of drive motor is activated, bypass conventional torque smoothing limit, control drive motor output reverse brake torque to compensate;During the output reverse torque, the actual brake force of real-time monitoring electronic mechanical brake actuator is combined with total target brake force to calculate target compensation torque, and according to the rise of actual brake force, control reverse torque linear retreat, until actual brake force meets brake request.The application solves the problem that inherent hysteresis of electronic mechanical brake system leads to long empty running distance, poor linearity and traditional regenerative braking is limited by battery state and cannot compensate in full working condition.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle chassis control technology, and in particular to a mechanical braking hysteresis compensation method and system based on a corner module drive motor. Background Technology

[0002] With the development of automotive electrification and drive-by-wire chassis technology, electronic mechanical braking (EMB) systems are gradually replacing traditional hydraulic braking systems. However, existing EMB systems are limited by their physical structure and have inherent technical problems:

[0003] First, the EMB system suffers from physical hysteresis. When the driver presses the brake pedal, the EMB motor undergoes physical processes such as rotor acceleration, gear reduction, and displacement of the ball screw until the friction pads contact the brake disc and eliminate mechanical backlash. This process typically takes 70-90 ms. At a speed of 120 km / h, this means the vehicle will travel approximately 3 meters without braking force, posing a threat to safety conditions such as Automatic Emergency Braking (AEB).

[0004] Secondly, the braking force response characteristics of the EMB system affect driving comfort. Insufficient deceleration at the initial braking stage, followed by a sudden surge of braking force, results in poor braking linearity, which may cause passenger discomfort.

[0005] There are existing solutions for energy recovery using regenerative braking, but these solutions have the following limitations when addressing EMB hysteresis: (1) To balance energy saving and smoothness, conventional regenerative braking control strategies usually apply a smoothing filter to limit the rate of increase of motor torque, resulting in a long response time and difficulty in quickly filling the braking force gap within the millisecond-level hysteresis of EMB. (2) Regenerative braking relies on the Battery Management System (BMS) to allow energy feedback. When the battery is overcharged (fully charged) or in a low-temperature protection state, the BMS will prohibit charging, causing the regenerative braking function to fail. (3) For vehicles with a central motor drive configuration, the motor torque needs to be transmitted to the wheels through the reducer, differential, and drive shaft. The accumulation of backlash in the transmission system will cause torque transmission delay, making it difficult to achieve millisecond-level accurate compensation.

[0006] Therefore, existing technologies urgently need a new technical solution to address the above problems. Summary of the Invention

[0007] To address the aforementioned shortcomings of existing technologies, this invention provides a mechanical braking hysteresis compensation method and system based on a corner module drive motor. By utilizing the backlash-free rigidity of the corner module drive motor, during the physical response hysteresis period when the electromechanical brake actuator eliminates mechanical backlash, the conventional bypass torque is smoothly limited and controlled to output reverse braking torque with a millisecond-level step response. This solves the technical problems of long braking idle distance and poor braking linearity caused by the inherent hysteresis of the electromechanical braking system, as well as the inability of traditional regenerative braking to compensate for all operating conditions due to battery status limitations.

[0008] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0009] A mechanical braking hysteresis compensation method based on a corner module drive motor includes the following steps:

[0010] S1. In response to the vehicle's braking request, calculate the total target braking force in real time and send a braking command to the electromechanical brake actuator;

[0011] S2. Monitor the electromechanical brake actuator in real time and determine whether the current period is the physical response hysteresis period for the electromechanical brake actuator to eliminate mechanical backlash.

[0012] S3. When it is determined that the current physical response hysteresis period is in effect, the high dynamic response mode of the drive motor of the corner module is activated to bypass the conventional torque smoothing limit control of the drive motor to output reverse braking torque, and step S4 is executed to perform braking force compensation; otherwise, braking force compensation is not activated, and the electromechanical brake actuator responds to the braking request independently.

[0013] S4. During the output of the reverse braking torque, the actual braking force of the electromechanical brake actuator is monitored in real time. The target compensation torque of the drive motor is calculated in combination with the total target braking force. Based on the increase of the actual braking force, the reverse braking torque of the drive motor is controlled to linearly decrease until the actual braking force of the electromechanical brake actuator meets the braking request.

[0014] As a preferred embodiment, step S3 further includes, when outputting the reverse braking torque, real-time monitoring of the vehicle's wheel slip ratio; when the wheel slip ratio exceeds a preset safety threshold, forcibly interrupting the output of the reverse braking torque and prioritizing the response to the control command of the anti-lock braking system.

[0015] As a preferred embodiment, the drive motor is used to drive the wheels, and the drive motor and the wheels are rigidly connected without backlash.

[0016] As a preferred embodiment, in step S3, the control of the drive motor to output reverse braking torque is based on an arbitration process according to the battery state, and the process includes:

[0017] Obtain the vehicle's current battery state of charge and battery temperature;

[0018] If the battery state of charge is lower than the preset maximum allowable regenerative charge threshold and the battery temperature is higher than the preset temperature threshold, then it is determined that the battery is allowed to regenerate energy, and the drive motor is controlled to work in regenerative power generation mode to output the reverse braking torque.

[0019] Otherwise, if the battery is deemed to be unable to regenerate energy, the drive motor is controlled to operate in an energy-consuming braking mode, which generates the reverse braking torque by applying a reverse magnetic field sequence to the motor stator and consuming electrical energy.

[0020] As a preferred embodiment, in step S3, when controlling the drive motor to output reverse braking torque, the drive motor outputs the reverse braking torque with a millisecond-level step response.

[0021] As a preferred embodiment, in step S4, the calculation formula for the target compensation torque is expressed as follows:

[0022] ;

[0023] In the formula: To compensate for the target torque; For actual braking force; It serves as the driving force for the overall goal.

[0024] A mechanical braking hysteresis compensation system based on a corner module drive motor includes:

[0025] At least four corner modules, each of which integrates a drive motor and an electromechanical brake actuator;

[0026] A braking controller is communicatively connected to each corner module and configured to execute the mechanical braking hysteresis compensation method based on the corner module drive motor described above.

[0027] Furthermore, the drive motor is used to drive the wheels, and the drive motor and the wheels are rigidly connected without backlash, so that the torque transmission delay is less than 5 milliseconds.

[0028] Compared with the prior art, the present invention has the following technical effects:

[0029] 1. This invention determines in real time that the electromechanical brake (EMB) actuator is in the physical response hysteresis period of eliminating mechanical backlash, and bypasses the conventional torque smoothing limit. The control angle module drives the motor to output reverse braking torque with a millisecond-level step response, which effectively fills the physical hysteresis period caused by eliminating mechanical backlash in the EMB system, significantly shortens the no-load distance at the beginning of braking, and can effectively shorten the braking distance in emergency braking conditions.

[0030] 2. This invention introduces a torque arbitration mechanism based on battery status: when the battery state of charge is too high or charging is prohibited due to low temperature, the system automatically switches to energy-consuming braking mode. It actively consumes electrical energy to generate braking torque by applying a reverse magnetic field sequence to the motor stator, instead of relying on energy feedback. This solves the problem of traditional regenerative braking failing when the battery is fully charged or cannot be charged at low temperature, and ensures the consistency and availability of the hysteresis compensation function under any battery state of charge, achieving true applicability to all working conditions.

[0031] 3. This invention eliminates the jerking sensation at the initial stage of traditional braking through a linkage mechanism of "hysteresis determination - high-speed compensation of drive motor - closed-loop feedback of actual braking force - linear yielding of motor torque", making the deceleration curve of the whole vehicle smooth and continuous, significantly improving driver braking confidence and passenger ride comfort; at the same time, the physical architecture of the rigid connection between the corner module drive motor and the wheel without backlash avoids the torque delay caused by transmission backlash in the traditional central drive scheme, ensuring the transient accuracy of the above linkage control.

[0032] 4. This invention monitors the wheel slip ratio in real time during the motor output compensation torque process. When the slip ratio exceeds the safety threshold, the reverse torque output of the motor is immediately interrupted and the control command of the anti-lock braking system (ABS) is responded to first. This safety mechanism ensures that the compensation control will not interfere with or worsen the adhesion state of the wheel, and can still ensure the directional stability and controllability of the vehicle on low adhesion coefficient roads such as ice, snow and wet roads. Attached Figure Description

[0033] To make the objectives, technical solutions, and advantages of the invention clearer, the invention will now be described in further detail with reference to the accompanying drawings, wherein:

[0034] Figure 1 This is a flowchart of a mechanical braking hysteresis compensation method based on a corner module drive motor in an embodiment of the present invention;

[0035] Figure 2 This is a schematic diagram illustrating the time-domain configuration principle of braking force in an embodiment of the present invention;

[0036] Figure 3 This is a comparison diagram of vehicle deceleration response in an embodiment of the present invention;

[0037] Figure 4This is a comparison diagram of braking distances in an embodiment of the present invention. Detailed Implementation

[0038] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0039] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to represent selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0040] It should be noted that similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the figures, or the orientation or positional relationship commonly used when the product is in use. They are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance. In addition, the terms "horizontal," "vertical," etc., do not indicate that the component is required to be absolutely horizontal or suspended, but can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted. In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0041] Example:

[0042] I. Mechanical Braking Hysteresis Compensation System for Implementing the Method of this Embodiment

[0043] This embodiment uses an electric vehicle equipped with four independent corner modules as an example. Each corner module integrates a drive motor and an electromechanical brake actuator. The drive motor can be a hub motor or a wheel-side motor.

[0044] As the physical basis for implementing the control strategy of this application, the corner module architecture has the following key features:

[0045] Rigid direct drive connection: The rotor of the drive motor and the wheels adopt a backlash-free rigid connection or a precision reduction connection, eliminating the differential, drive shaft and universal joint in the traditional transmission system. This architecture eliminates mechanical transmission backlash, reducing the motor torque transmission delay to less than 5ms, which meets the hardware requirements of this invention for microsecond-level time domain filling.

[0046] Controller configuration: Each corner module is equipped with an independent local controller, or is uniformly controlled by the central brake controller provided with the vehicle. The controller can simultaneously receive brake pedal signals, pressure / position feedback signals from the electromechanical brake actuator, and status signals from the battery management system.

[0047] II. Mechanical Braking Hysteresis Compensation Methods

[0048] Reference Figure 1 The flowchart of the mechanical braking hysteresis compensation method shown below and Figure 2 The schematic diagram of the braking force in the time domain is shown. The mechanical braking hysteresis compensation method based on the corner module drive motor in this embodiment includes the following steps:

[0049] S1. In response to the vehicle's braking request, calculate the total target braking force in real time and send a braking command to the electromechanical brake actuator;

[0050] In practice, the control system operates in a high-frequency cycle (e.g., 1ms). Responding to the driver's action of pressing the brake pedal or a braking request from the advanced driver assistance system (ADAS / AEB), the controller combines the current vehicle speed, vehicle weight, and estimated road surface adhesion coefficient to calculate the total target braking force required by the vehicle in real time. This calculation process continues throughout the entire braking cycle, serving as the input reference for subsequent control.

[0051] S2. Monitor the electromechanical brake actuator in real time and determine whether the current period is the physical response hysteresis period for the electromechanical brake actuator to eliminate mechanical backlash.

[0052] In practice, the logic for determining whether the current physical response hysteresis period is in progress is as follows: the controller makes a judgment by reading the position sensor data of the EMB motor or the value of the clamp pressure sensor. If it is detected that the EMB friction pad has not yet contacted the brake disc or has not yet established an effective clamping force (pressure value is 0 or below a preset threshold), then it is determined that the current period is in the hysteresis period (0-T1 interval, e.g., ...). Figure 2 As shown), the control logic enters the compensation branch.

[0053] S3. When it is determined that the current physical response hysteresis period is in effect, the high dynamic response mode of the drive motor of the corner module is activated to bypass the conventional torque smoothing limit control of the drive motor to output reverse braking torque, and step S4 is executed to perform braking force compensation; otherwise, braking force compensation is not activated, and the electromechanical brake actuator responds to the braking request independently.

[0054] In practice, when the physical response hysteresis period is in effect, the control logic enters the compensation branch, at which point the control system immediately activates the "high dynamic response mode" of the drive motor. In this mode, the controller bypasses or temporarily removes the motor torque ramp-up rate limit set for smoothness under normal operating conditions. This allows the motor controller (MCU) to output command torque within milliseconds at the fastest physically permissible response speed (step response), thereby filling the braking force gap caused by the EMB mechanical action in the time domain.

[0055] If it is determined that the EMB has established effective braking force, no compensation is needed, the system will directly exit this compensation process, and the regular EMB master control logic will take over.

[0056] This embodiment determines in real time that the electromechanical brake (EMB) actuator is in the physical response hysteresis period of eliminating mechanical backlash, and bypasses the conventional torque smoothing limit. The control angle module drives the motor to output reverse braking torque with a millisecond-level step response, effectively filling the physical hysteresis period caused by the elimination of mechanical backlash in the EMB system, significantly shortening the no-load distance at the beginning of braking, and effectively shortening the braking distance in emergency braking conditions.

[0057] Meanwhile, to address the problem of traditional regenerative braking failing under specific operating conditions, this embodiment uses a process that arbitrates the battery state to control the reverse braking torque output of the drive motor. The process includes:

[0058] Obtain the vehicle's current battery state of charge and battery temperature;

[0059] If the battery state of charge is lower than the preset maximum allowable regenerative charge threshold and the battery temperature is higher than the preset temperature threshold, then it is determined that the battery is allowed to regenerate energy, and the drive motor is controlled to work in regenerative power generation mode to output the reverse braking torque.

[0060] Otherwise, if the battery is deemed to be unable to regenerate energy, the drive motor is controlled to operate in an energy-consuming braking mode, which generates the reverse braking torque by applying a reverse magnetic field sequence to the motor stator and consuming electrical energy.

[0061] In this mode, the motor does not feed energy back to the battery; instead, it consumes a small amount of electrical energy to generate reverse electromagnetic torque. This ensures that the compensation logic can generate the required braking force regardless of whether the battery is fully charged, guaranteeing the consistency of safety functions.

[0062] Furthermore, the process of outputting the reverse braking torque also includes: real-time monitoring of the vehicle's wheel slip ratio; when the wheel slip ratio exceeds a preset safety threshold, forcibly interrupting the output of the reverse braking torque and prioritizing the response to the control commands of the anti-lock braking system (ABS). This embodiment introduces a highest-priority safety check. By monitoring the wheel slip ratio, when an abnormal slip ratio is detected (such as icy or snowy roads causing the wheels to tend to lock up), the system forcibly interrupts or limits the motor's compensation torque output, prioritizing the response to the control commands of the anti-lock braking system (ABS) to ensure the vehicle's directional stability. The calculated compensation torque is only executed when the slip ratio is within the safety threshold.

[0063] S4. During the output of the reverse braking torque, the actual braking force of the electromechanical brake actuator is monitored in real time. The target compensation torque of the drive motor is calculated in combination with the total target braking force. Based on the increase of the actual braking force, the reverse braking torque of the drive motor is controlled to linearly decrease until the actual braking force of the electromechanical brake actuator meets the braking request.

[0064] In practice, the system synchronously collects real-time braking pressure feedback from the EMB and converts it into real-time mechanical braking force, i.e., the actual braking force. The required compensation torque, i.e., the filler force gap that the drive motor needs to output, is dynamically calculated based on the following formula:

[0065] The formula for calculating the target compensation torque is as follows:

[0066] ;

[0067] In the formula: To compensate for the target torque; For actual braking force; It serves as the driving force for the overall goal.

[0068] This embodiment achieves a smooth transition of electromechanical braking force through a linkage mechanism of "hysteresis determination—high-speed compensation of the drive motor—closed-loop feedback of actual braking force—linear torque reduction of the motor." Specifically, the system collects the actual braking force of the EMB actuator in real time, and uses the difference between the total target braking force and the actual braking force as the target compensation torque of the motor. As the mechanical clamping force of the EMB gradually builds up, the reverse torque of the motor automatically decreases linearly proportionally until the EMB completely takes over the braking demand. This process eliminates the jerky feeling of "no braking force—sudden increase in braking force" in the initial stage of traditional braking, making the deceleration curve of the whole vehicle smooth and continuous, significantly improving driver braking confidence and passenger ride comfort. At the same time, the backlash-free rigid connection physical architecture between the corner module drive motor and the wheel avoids the torque delay caused by the transmission backlash in the traditional central drive scheme, ensuring the transient accuracy of the above linkage control.

[0069] To better illustrate the effectiveness of the method in this embodiment, the following is combined with... Figure 3 and Figure 4 The simulation comparison data shown is used for quantitative verification.

[0070] like Figure 3 The figure shows a comparison of vehicle deceleration response between the method of this embodiment and a baseline scheme using only electromechanical braking under the same braking request. As can be seen from the figure, during the initial physical response hysteresis period (0-100ms) of braking, the deceleration of the baseline scheme remains zero, while the present invention, through transient compensation of the corner module drive motor, enables deceleration to be rapidly established and smoothly increased. After the actual braking force of the EMB gradually increases, the reverse torque of the control motor in this embodiment linearly yields, and the vehicle deceleration curve seamlessly connects with the target deceleration without abrupt changes or jerks. In contrast, the baseline scheme only shows deceleration after approximately 100ms, and the upward slope abruptly changes, resulting in increased braking distance and poor linearity. This embodiment effectively eliminates the deceleration gap in the initial braking phase, significantly improving braking response speed and comfort.

[0071] Figure 4 This graph compares the braking distance of the method in this embodiment with that of a baseline solution using only electromechanical braking under the same initial vehicle speed and braking request. As can be seen from the graph, because this embodiment utilizes the corner module drive motor to provide transient reverse braking torque during the EMB hysteresis period, effectively filling the braking force gap, the vehicle's braking distance is shortened by 0.86 meters compared to the baseline solution using only EMB. This reduction in distance has significant safety value under high-speed emergency braking conditions, effectively reducing the risk of collision and verifying the practical effect of this embodiment in improving braking safety.

[0072] It should be noted that the above-mentioned shortened braking distance data is based on a specific embodiment derived from the following typical simulated emergency braking (AEB) scenario: the test vehicle's curb weight was set to 2000 kg, the initial driving speed to 80 km / h, and the target braking deceleration received by the system to be 0.8 g. In terms of basic system parameter settings, the physical hysteresis period for the EMB actuator to eliminate mechanical backlash was 90 ms, and the clamping force establishment time was 150 ms; simultaneously, the response delay of the corner module drive motor was set to 5 ms, and the maximum transient compensation braking force limit under motor anti-lock braking and power limitation was set to 6000 N. Under the above specific operating conditions, due to the millisecond-level intervention of the drive motor filling the braking force gap, the vehicle's braking distance was ultimately shortened by 0.86 meters compared to the baseline scheme.

[0073] In summary, this embodiment discloses a mechanical braking hysteresis compensation method and system based on a corner module drive motor. Addressing the inherent physical response hysteresis (typically 70-100ms) of electromechanical braking (EMB) systems due to the elimination of mechanical backlash, this embodiment utilizes the backlash-free rigid connection between the drive motor and the wheel in the corner module architecture. By determining the hysteresis in real time and bypassing conventional torque smoothing and limiting strategies, the drive motor is controlled to output reverse braking torque with a millisecond-level step response, thus transiently filling the braking force gap during the window period before the EMB establishes effective clamping force. Furthermore, this embodiment introduces a full-condition torque arbitration mechanism based on battery status: regenerative braking mode is used when the battery allows energy feedback; when the battery is fully charged or charging is prohibited at low temperatures, it automatically switches to energy-consuming braking mode (generating braking torque by consuming electrical energy through a reverse magnetic field sequence applied to the motor stator), ensuring stable operation of the compensation function under any battery condition. Simultaneously, by real-time acquisition of the actual EMB braking force and closed-loop control of the motor torque linearly yielding based on the difference in target braking force, a smooth and seamless handover of electromechanical braking force is achieved, eliminating the empty driving distance and jerking sensation during the initial braking phase. In addition, the system integrates slip ratio safety verification. If the wheel slip ratio is detected to exceed the preset threshold during the compensation process, the motor torque output will be interrupted immediately, and the anti-lock braking system (ABS) command will be responded to first, ensuring directional stability on roads with low adhesion coefficient.

[0074] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit the technical solutions. Those skilled in the art should understand that any modifications or equivalent substitutions to the technical solutions of the present invention without departing from the spirit and scope of the present invention should be covered within the scope of the claims of the present invention.

Claims

1. A mechanical braking hysteresis compensation method based on a corner module drive motor, characterized in that, Includes the following steps: S1. In response to the vehicle's braking request, calculate the total target braking force in real time and send a braking command to the electromechanical brake actuator; S2. Monitor the electromechanical brake actuator in real time and determine whether the current period is the physical response hysteresis period for the electromechanical brake actuator to eliminate mechanical backlash. S3. When it is determined that the current physical response hysteresis period is in effect, the high dynamic response mode of the drive motor of the corner module is activated to bypass the conventional torque smoothing limit control of the drive motor to output reverse braking torque, and step S4 is executed to perform braking force compensation; otherwise, braking force compensation is not activated, and the electromechanical brake actuator responds to the braking request independently. S4. During the output of the reverse braking torque, the actual braking force of the electromechanical brake actuator is monitored in real time. The target compensation torque of the drive motor is calculated in combination with the total target braking force. Based on the increase of the actual braking force, the reverse braking torque of the drive motor is controlled to linearly decrease until the actual braking force of the electromechanical brake actuator meets the braking request.

2. The mechanical braking hysteresis compensation method based on a corner module drive motor according to claim 1, characterized in that, In step S3, when outputting the reverse braking torque, the method further includes: real-time monitoring of the vehicle's wheel slip ratio; when the wheel slip ratio exceeds a preset safety threshold, forcibly interrupting the output of the reverse braking torque and prioritizing the response to the control command of the anti-lock braking system.

3. The mechanical braking hysteresis compensation method based on a corner module drive motor according to claim 2, characterized in that, The drive motor is used to drive the wheels, and the drive motor and the wheels are rigidly connected without backlash.

4. The mechanical braking hysteresis compensation method based on a corner module drive motor according to claim 1, characterized in that, In step S3, controlling the drive motor to output reverse braking torque is a process that arbitrates based on the battery state. This process includes: Obtain the vehicle's current battery state of charge and battery temperature; If the battery state of charge is lower than the preset maximum allowable regenerative charge threshold and the battery temperature is higher than the preset temperature threshold, then it is determined that the battery is allowed to regenerate energy, and the drive motor is controlled to work in regenerative power generation mode to output the reverse braking torque. Otherwise, if the battery is deemed to be unable to regenerate energy, the drive motor is controlled to operate in an energy-consuming braking mode, which generates the reverse braking torque by applying a reverse magnetic field sequence to the motor stator and consuming electrical energy.

5. The mechanical braking hysteresis compensation method based on a corner module drive motor according to claim 1, characterized in that, In step S3, when controlling the drive motor to output reverse braking torque, the drive motor outputs the reverse braking torque with a millisecond-level step response.

6. The mechanical braking hysteresis compensation method based on a corner module drive motor according to claim 1, characterized in that, In step S4, the formula for calculating the target compensation torque is expressed as follows: ； In the formula: To compensate for the target torque; For actual braking force; It serves as the driving force for the overall goal.

7. A mechanical braking hysteresis compensation system based on a corner module drive motor, characterized in that, include: At least four corner modules, each of which integrates a drive motor and an electromechanical brake actuator; A braking controller, which is communicatively connected to each corner module and configured to perform the mechanical braking hysteresis compensation method based on the corner module drive motor as described in any one of claims 1 to 6.

8. The mechanical braking hysteresis compensation system based on a corner module drive motor according to claim 7, characterized in that, The drive motor is used to drive the wheels, and the drive motor and the wheels are rigidly connected without backlash, so that the torque transmission delay is less than 5 milliseconds.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the mechanical braking hysteresis compensation method based on an angle module drive motor as described in any one of claims 1 to 6.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

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