Electric driving and electric braking integrated system and control method therefor

Abstract

Disclosed are an electric driving and electric braking integrated system and a control method therefor. The integrated system is mounted on a wheel side of a single wheel. The integrated system comprises a wheel control assembly, a hub motor assembly, an electromechanical braking assembly, an energy consumption braking unit, and an energy assembly. The wheel control assembly is used for identifying a current vehicle driving intention on the basis of acquired vehicle information, and then calculating a wheel side driving / braking torque target value, so as to control the hub motor assembly and / or the electromechanical braking assembly to perform driving / braking control on the single wheel where the hub motor assembly and / or the electromechanical braking assembly are located, and is further used for controlling, when a vehicle is in a braking state and an actual state of charge detected by the energy assembly is greater than a state-of-charge threshold, the energy consumption braking unit to operate so as to consume electric energy generated by regenerative braking of the hub motor assembly.

Description

Electric drive and electric braking integrated system and its control method

[0001] Cross-reference to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202411480479.3, filed on October 23, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of automotive technology, and in particular to an integrated electric drive and electric braking system and its control method. Background Technology

[0004] With the rapid development of the automotive industry towards electrification, in-wheel motor technology has gradually matured, enabling vehicles equipped with in-wheel motors to possess independent electric drive and electric braking functions at the wheel ends. Currently, in-wheel motors still have some shortcomings in the overall vehicle braking process. When the battery is at a high charge state, the in-wheel motor cannot perform regenerative braking, and cannot generate electric braking torque at the wheel ends. When the in-wheel motor is operating at high speed, the motor's external characteristics limit the braking torque; if the vehicle requires a large braking torque at this time, the in-wheel motor cannot meet the requirements. Similarly, when the vehicle's power supply system malfunctions, the in-wheel motor cannot provide electric braking torque. Based on these issues, vehicles currently equipped with in-wheel motors typically also have friction braking systems at the wheel ends. These friction braking systems usually use brake fluid or brake gas to transmit torque, ultimately completing the braking action of the mechanical calipers at the wheel ends.

[0005] Unlike traditional hydraulic or pneumatic braking systems, electromechanical braking systems have developed rapidly in recent years. These systems do not require brake fluid or gas and offer advantages such as fast response, high control precision, and ease of maintenance. For example, Chinese invention patent application CN117621847A designs an integrated drive and braking system and its fault handling method for intelligent driving needs. This patent integrates the hub motor and electromechanical braking system at the wheel well, allowing independent drive or braking control at each wheel of the vehicle chassis. In this solution, when the vehicle is braking, the system coordinates the use of the hub motor's power and the friction braking force of the electromechanical braking system based on the battery's state of charge. However, electromechanical braking systems also have some shortcomings. For instance, the system requires high redundancy and backup, typically needing multiple control modules, power modules, and electric drive modules to meet the overall vehicle braking safety requirements; the system struggles to achieve high-precision braking force control under prolonged forced braking conditions, and the effects of brake disc temperature changes and brake pad wear must be considered when controlling braking force. Summary of the Invention

[0006] This disclosure aims to at least partially address one of the technical problems in the related art.

[0007] Therefore, the first objective of this disclosure is to propose an integrated electric drive and electric braking system to solve the problem that the hub motor cannot perform regenerative braking when it is in a high-charge state.

[0008] The second objective of this disclosure is to propose a control method for an integrated electric drive and electric braking system.

[0009] To achieve the above objectives, the first aspect of this disclosure proposes an integrated electric drive and electric braking system, which is mounted on the wheel rim of a single wheel. The integrated system includes a wheel control component, a hub motor component, an electromechanical braking component, an energy-consuming braking unit, and an energy component. The wheel control component is used to identify the current driving intention of the vehicle based on acquired vehicle information, and then calculate the target value of the wheel-side drive / braking torque to control the hub motor component and / or the electromechanical braking component to drive / brake the single wheel. It is also used to control the energy-consuming braking unit to operate to consume the electrical energy generated by the regenerative braking of the hub motor component when the vehicle is in a braking state and the actual state of charge detected by the energy component is greater than the state of charge threshold.

[0010] In the electric drive and electric braking integrated system provided in the first aspect of this disclosure, the wheel control component, when used to calculate the target value of the wheel-side drive / braking torque to control the hub motor component and / or the electromechanical braking component to perform drive / braking control on the single wheel, is specifically configured to: if the current driving intention of the vehicle is drive control, calculate the target value of the wheel-side drive torque to control the hub motor component to perform drive control; if the current driving intention of the vehicle is braking control, calculate the target value of the wheel-side braking torque; if the target value of the wheel-side braking torque is less than the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component based on the target value of the wheel-side braking torque to perform regenerative braking on the single wheel; if the target value of the wheel-side braking torque is greater than or equal to the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component based on the motor torque value that the current hub motor can provide, and controls the electromechanical braking component based on the difference between the target value of the wheel-side braking torque and the motor torque value that the current hub motor can provide, to brake the single wheel.

[0011] In the electric drive and electric braking integrated system provided in the first aspect of this disclosure, the energy-consuming braking unit includes an energy-consuming resistor and a resistor control unit. The energy-consuming resistor is connected to the resistor control unit. The energy-consuming braking unit is operated by controlling the resistor control unit to turn on. When the energy-consuming braking unit is operating, it consumes the electrical energy generated by the regenerative braking of the hub motor assembly using the energy-consuming resistor.

[0012] In the electric drive and electric braking integrated system provided in the first aspect of this disclosure, the energy-consuming braking unit further includes a cooling water pump and a cooling control module, wherein the cooling water pump is connected to the cooling control module; when the energy-consuming braking unit is running, the cooling control module is controlled to open so that the cooling water pump can be used to cool the energy-consuming resistor.

[0013] In the electric drive and electric braking integrated system provided in the first aspect of this disclosure, the electromechanical braking assembly includes an electromechanical brake, an electromechanical brake position sensor, an electromechanical brake power unit, and an electromechanical brake control unit. The wheel control assembly is connected to the electromechanical brake via the electromechanical brake control unit and the electromechanical brake power unit. The electromechanical brake control unit controls the power devices in the electromechanical brake power unit based on electronic brake control commands from the wheel control assembly, thereby realizing the control of the electromechanical brake.

[0014] In the electro-drive and electro-braking integrated system provided in the first aspect of this disclosure, the electromechanical brake includes a brake motor module, a transmission module, a friction braking module, a mechanical locking module, and a brake motor shaft; the brake motor module generates electromagnetic torque and drives the transmission module to move; the transmission module amplifies the electromagnetic force generated by the brake motor module and transmits it to the friction braking module; the friction braking module clamps and brakes the shaft of the hub motor in the hub motor assembly; and the mechanical locking module locks the shaft of the brake motor module.

[0015] In the electric drive and electric braking integrated system provided in the first aspect of this disclosure, the integrated system further includes a safety monitoring unit connected to the wheel control assembly. The safety monitoring unit is used to control the hub motor assembly and / or the electromechanical braking assembly to stop the vehicle when the wheel-side control center in the wheel control assembly malfunctions.

[0016] To achieve the above objectives, a second aspect of this disclosure proposes a control method based on the integrated electric drive and electric braking system provided in the first aspect, comprising:

[0017] Wheel control components acquire vehicle information;

[0018] The wheel control component identifies the current driving intention of the vehicle based on the vehicle information, and then calculates the target value of the wheel-side drive / braking torque;

[0019] The wheel control component controls the hub motor component and / or electromechanical braking component to drive / brake the single wheel based on the target value of the wheel-side drive / brake torque.

[0020] When the vehicle is in a braking state and the actual state of charge detected by the energy components is greater than the state of charge threshold, the wheel control components control the energy consumption braking unit to operate in order to consume the electrical energy generated by the regenerative braking of the wheel hub motor components.

[0021] In the control method of the integrated electric drive and electric braking system provided in the second aspect of this disclosure, the wheel control component controls the hub motor component and / or the electromechanical braking component to perform drive / brake control on the single wheel based on the target value of the wheel-side drive / brake torque, including: when the current driving intention of the vehicle is drive control, controlling the hub motor component to perform drive control based on the target value of the wheel-side drive torque; when the current driving intention of the vehicle is brake control, if the target value of the wheel-side brake torque is less than the motor torque value that the current hub motor can provide, then the wheel control component controls the hub motor component to perform regenerative braking on the single wheel based on the target value of the wheel-side brake torque; if the target value of the wheel-side brake torque is greater than or equal to the motor torque value that the current hub motor can provide, then the wheel control component controls the hub motor component based on the motor torque value that the current hub motor can provide, and controls the electromechanical braking component based on the difference between the target value of the wheel-side brake torque and the motor torque value that the current hub motor can provide, to brake the single wheel.

[0022] The control method for the integrated electric drive and electric braking system provided in the second aspect of this disclosure further includes: when the wheel-side control center in the wheel control assembly malfunctions, the safety monitoring unit controls the hub motor assembly and / or the electromechanical braking assembly shown to stop the vehicle.

[0023] The electric drive and electric braking integrated system and its control method disclosed herein are mounted on the wheel rim of a single wheel. The integrated system includes a wheel control component, a hub motor component, an electromechanical braking component, an energy-consuming braking unit, and an energy component. The wheel control component is used to identify the current driving intention of the vehicle based on acquired vehicle information, and then calculate the target value of the wheel rim drive / braking torque to control the hub motor component and / or the electromechanical braking component to drive / brake the single wheel. It is also used to control the energy-consuming braking unit to operate to consume the electrical energy generated by the regenerative braking of the hub motor component when the vehicle is in a braking state and the actual state of charge monitored by the energy component is greater than the state of charge threshold. In this configuration, the wheel control assembly, hub motor assembly, electromechanical braking assembly, regenerative braking unit, and energy component are integrated to achieve seamless integration of the hub motor assembly and the electromechanical braking system. Furthermore, when the vehicle is in braking mode and the actual state of charge detected by the energy component exceeds the state of charge threshold, the regenerative braking unit is controlled to operate to consume the electrical energy generated by the regenerative braking of the hub motor assembly. In this case, when a high state of charge occurs, the regenerative braking of the hub motor assembly is consumed by the regenerative braking of the hub motor assembly through the regenerative braking unit to ensure normal braking of the hub motor assembly, thereby solving the problem that the hub motor cannot perform regenerative braking when in a high state of charge.

[0024] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0025] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which:

[0026] Figure 1 is a block diagram of an integrated electric drive and electric braking system provided in an embodiment of this disclosure;

[0027] Figure 2 is a schematic diagram of the structure of the electric drive and electric braking integrated system provided in an embodiment of this disclosure;

[0028] Figure 3 is a schematic diagram of the electromechanical brake provided in an embodiment of this disclosure;

[0029] Figure 4 is a schematic diagram of the energy-saving braking unit provided in the embodiment of this disclosure;

[0030] Figure 5 is a schematic diagram of the power management unit provided in an embodiment of this disclosure;

[0031] Figure 6 is a flowchart of the control method of the electric drive and electric braking integrated system provided in the embodiments of this disclosure. Detailed Implementation

[0032] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this disclosure as detailed in the appended claims.

[0033] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this disclosure. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0034] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise expressly and specifically defined. It should also be understood that the term "and / or" as used in this disclosure refers to and includes any or all possible combinations of one or more associated listed items.

[0035] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0036] This disclosure proposes an integrated electric drive and electric braking system and its control method to solve the problem that the hub motor cannot perform regenerative braking when it is in a high-charge state.

[0037] In this embodiment of the disclosure, Figure 1 is a block diagram of an integrated electric drive and electric braking system provided in this embodiment. The integrated electric drive and electric braking system in this disclosure can be simply referred to as the integrated system. The integrated system of this disclosure is mounted on the wheel rim of a single wheel. It is readily understood that the integrated system of this disclosure can be mounted on the wheel rim of each single wheel of the vehicle.

[0038] As shown in Figure 1, the integrated electric drive and electric braking system includes a wheel control assembly, a hub motor assembly, an electromechanical braking assembly, an energy-consuming braking unit, and an energy component. The wheel control assembly is connected to both the hub motor assembly and the electromechanical braking assembly, the energy-consuming braking unit is connected to the hub motor assembly, and the energy component is connected to both the hub motor assembly and the electromechanical braking assembly.

[0039] In this embodiment, the wheel control component is used to identify the current driving intention of the vehicle based on the acquired vehicle information, and then calculate the target value of the wheel-side drive / braking torque to control the wheel hub motor component and / or electromechanical braking component to drive / brake the single wheel; it is also used to control the energy consumption braking unit to consume the electrical energy generated by the regenerative braking of the wheel hub motor component when the vehicle is in a braking state and the actual state of charge detected by the energy component is greater than the state of charge threshold.

[0040] Specifically, when the wheel control component calculates the target value of the wheel-side drive / braking torque to control the hub motor component and / or electromechanical braking component to drive / brake the single wheel, it is used as follows: if the current driving intention of the vehicle is drive control, the target value of the wheel-side drive torque is calculated to control the hub motor component for drive control; if the current driving intention of the vehicle is braking control, the target value of the wheel-side braking torque is calculated; if the target value of the wheel-side braking torque is less than the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component based on the target value of the wheel-side braking torque to perform regenerative braking on the single wheel; if the target value of the wheel-side braking torque is greater than or equal to the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component based on the motor torque value that the current hub motor can provide, and controls the electromechanical braking component based on the difference between the target value of the wheel-side braking torque and the motor torque value that the current hub motor can provide, to brake the single wheel.

[0041] Specifically, Figure 2 is a schematic diagram of the structure of the electric drive and electric braking integrated system provided in this embodiment of the present disclosure. As shown in Figure 2, the wheel control component includes a wheel-side control center 101, a signal acquisition unit 102, and a communication unit 103. The hub motor component includes a hub motor control unit 201, a hub motor power unit 202, a hub motor 401, and a hub motor speed sensor 402. The electromechanical braking component includes an electromechanical braking control unit 301, an electromechanical braking power unit 302, an electromechanical brake 501, and an electromechanical brake position sensor 502. The energy component includes a capacitor unit 701 and a power management module 901.

[0042] In this embodiment, the wheel control component is connected to the wheel hub motor via the wheel hub motor control unit and the wheel hub motor power unit. The wheel control component is also connected to the electromechanical brake via the electromechanical brake control unit and the electromechanical brake power unit. Specifically, as shown in Figure 2, the wheel-side control center 101 is connected to the wheel hub motor 401 via the wheel hub motor control unit 201 and the wheel hub motor power unit 202. The wheel-side control center 101 is connected to the electromechanical brake 501 via the electromechanical brake control unit 301 and the electromechanical brake power unit 302. The energy-efficient braking unit 801 is connected to the wheel hub motor 401.

[0043] In this embodiment, the wheel-side control center 101 is used to receive vehicle information to control the hub motor assembly and the electromechanical braking assembly. The vehicle information includes vehicle status information, the status signals of the hub motor and electromechanical brake of the wheel where the wheel-side control center is located, and the status information of other wheel-side control centers located on individual wheels. The vehicle status information includes the vehicle powertrain status information, cabin status information, and commands related to the vehicle's intelligent driving system and driver control commands. The status information of other wheel-side control centers located on individual wheels includes the status signals of the hub motor, the electromechanical brake, and the tire status of the wheel corresponding to the wheel-side control center. Specifically, the wheel-side control center 101 receives driving control signals and vehicle target motion commands sent by the intelligent driving system and completes the vehicle driving intention analysis. Based on the vehicle's internal control logic and the vehicle information, it calculates the vehicle dynamics control wheel-side command torque and distributes the target torque to the wheel where the control center is located. The distributed commands are then sent to the hub motor control unit 201 and the electromechanical braking control unit 301, respectively. In addition, the wheel-side control center also receives signals from the wheel hub motor speed sensor of the wheel being used, collected by the signal acquisition unit 102, and uses this signal as the actual wheel speed of the wheel, which is used in the vehicle dynamics calculation. The wheel-side control center also sends the status information of the wheel being used to other wheel-side control centers, including wheel speed, driving force, braking force, and other information.

[0044] In this embodiment, the signal acquisition unit 102 is connected to the wheel-side control center 101. The signal acquisition unit 102 is used to acquire the status signals of the hub motor and electromechanical brake of the wheel. The status signals include the rotational speeds corresponding to the hub motor and electromechanical brake. The signal acquisition unit 102 is also used to acquire the status information of the vehicle's powertrain system, the cabin status information, and related commands and driver control commands of the vehicle's intelligent driving system, and send all the acquired data to the wheel-side control center 101.

[0045] In this embodiment, the communication unit 103 is connected to the wheel-side control center 101. The communication unit 103 is used to realize information transmission between the wheel-side control center and the vehicle, and also for information transmission between multiple wheel-side control centers of the vehicle. Specifically, the communication unit 103 includes a first communication module, a second communication module, a third communication module, and a fourth communication module. The first communication module completes the information interaction between the wheel-side control center and the vehicle; the second communication module is a redundancy of the first communication module and also interacts with the vehicle. The third communication module completes the information interaction between the wheel-side control center where this communication unit is located and other wheel-side control centers; the fourth communication module is a redundancy of the third communication module and also interacts with other wheel-side control centers.

[0046] In this embodiment, the hub motor 401 is used to generate electric driving force and electric braking force (i.e., regenerative braking) at the wheel end. The hub motor 401 includes a cooling pipe and a cooling medium, which is connected to the cooling pipe of the regenerative braking unit 801, allowing the cooling medium to be transferred between the hub motor and the regenerative braking unit.

[0047] In this embodiment, the hub motor speed sensor 402 is used to collect the hub motor speed. Since the hub motor shaft is rigidly connected to the wheel hub, the hub motor speed is equivalent to the vehicle speed. The hub motor speed sensor 402 sends the motor speed and wheel speed to the wheel-side control center 101 via the signal acquisition unit 102.

[0048] In this embodiment, the hub motor control unit 201 is connected to the wheel-side control center 101. The hub motor control unit 201 is used to receive the first PWM (pulse width modulation) duty cycle control signal for hub motor vector control sent by the wheel-side control center 101, and to generate control signals for the hub motor power unit 202. It is also used to receive and process hub motor status information and send the hub motor status information to the wheel-side control center.

[0049] In this embodiment, the hub motor power unit 202 is used to control the current of the internal coil of the hub motor.

[0050] In this embodiment, the electromechanical brake 501 is used to generate wheel-end friction braking force. Figure 3 is a schematic diagram of the electromechanical brake provided in this embodiment. As shown in Figure 3, the electromechanical brake 501 includes a brake motor module 503, a transmission module 504, a friction braking module 505, a mechanical locking module 506, and a brake motor module shaft 507; the brake motor module 503 is used to generate electromagnetic torque and drive the transmission module 504 to move; the transmission module 504 is used to amplify the electromagnetic force generated by the brake motor module 503 and transmit it to the friction braking module 506; the friction braking module 506 is used to clamp and brake the shaft of the hub motor 401 in the hub motor assembly; the mechanical locking module 506 is used to lock the brake motor module shaft 507.

[0051] In this embodiment, the electromechanical brake position sensor 502 is used to collect the rotational position of the brake motor module 503 and send the rotational position signal to the wheel-side control center 101 via the signal acquisition unit 102. The wheel-side control center 101 completes the vector control of the electromechanical brake motor module 503 based on the rotational position signal.

[0052] In this embodiment, the electromechanical brake control unit 301 controls the power devices within the electromechanical brake power unit 301 based on electronic brake control commands from the wheel control assembly, thereby controlling the electromechanical brake 501. Specifically, the electromechanical brake control unit 301 is used to receive a second PWM duty cycle control signal (i.e., electronic brake control command) for vector control of the electromechanical brake motor issued by the wheel-side control center 101, and to generate control signals for the electromechanical brake power unit 302. It is also used to receive and process brake motor status information and send the brake motor status information to the wheel-side control center.

[0053] In this embodiment, the electromechanical braking power unit 302 is used to control the current of the internal coil of the brake motor.

[0054] In this embodiment, the regenerative braking unit 801 is used to consume the electrical energy generated by regenerative braking and to cool the heat generated by the regenerative braking electrical energy. Figure 4 is a schematic diagram of the regenerative braking unit provided in this embodiment. As shown in Figure 4, the regenerative braking unit 801 includes an energy-consuming resistor 802 and a resistor control unit 804, with the energy-consuming resistor 802 connected to the resistor control unit 804. By controlling the resistor control unit 804 to open, the regenerative braking unit is activated. During operation, the regenerative braking unit utilizes the energy-consuming resistor 802 to consume the electrical energy generated by the regenerative braking of the hub motor assembly. That is, the energy-consuming switch (i.e., the resistor control unit 804) of the regenerative braking unit can control whether the braking resistor (i.e., the energy-consuming resistor 802) is connected to the current circuit of the hub motor controller.

[0055] As shown in Figure 4, the energy-saving braking unit 801 also includes a cooling water pump 803 and a cooling control module 805. The cooling water pump 803 is connected to the cooling control module 805. During operation of the energy-saving braking unit, the cooling control module 805 is activated to utilize the cooling water pump 803 to cool the energy-consuming resistor 802. The energy-saving braking unit 801 also includes a cooling pipe (not shown), which is directly connected to the cooling pipe of the hub motor. The cooling water pump is used for flow control of the cooling medium.

[0056] In this embodiment, the energy components include a capacitor unit 701 and a power management module 901. The capacitor unit 701 is connected to the power management module 901, the hub motor control unit 201, and the electromechanical brake control unit 301, respectively. The capacitor unit 701 is used to filter the vehicle's power supply and provide power to the hub motor and electromechanical brake. The power management unit 901 is used to receive the vehicle's high-voltage power supply, monitor the system voltage, convert the vehicle's high-voltage DC power into low-voltage DC power, manage the charging of the capacitor unit, and provide power to the hub motor control unit and the electromechanical brake control unit. Figure 5 is a schematic diagram of the power management unit provided in this embodiment. As shown in Figure 5, the power management module 901 includes a first power management module 902 and a second power management module 903. The first power management module completes the system's power-on and power-off management and pre-charges the capacitor unit. The second power management module completes high-to-low voltage conversion, converting external high voltage to low voltage to provide power to all chips in the system, and also provides power to the electromechanical brake.

[0057] In this embodiment, the integrated system further includes a safety monitoring unit 601, which is connected to the wheel control assembly. Specifically, the safety monitoring unit 601 is connected to the wheel-side control center 101, the wheel hub motor control unit 201, and the electromechanical brake control unit 301, respectively. The safety monitoring unit 601 is used for monitoring the status of the wheel-side control center, and also for monitoring the wheel hub motor control unit and the electromechanical brake control unit. The safety monitoring unit 601 is also used to control the wheel hub motor assembly and / or the electromechanical brake assembly to stop the vehicle when the wheel-side control center 101 in the wheel control assembly malfunctions.

[0058] Specifically, referring to Figure 2, the specific control process of the integrated electric drive and electric braking system is as follows:

[0059] The safety monitoring unit 601 monitors the operating status of the wheel-side control center 101 through the verification information sent by the wheel-side control center 101 in order to determine whether the wheel-side control center 101 is normal.

[0060] If the wheel-side control center 101 is functioning normally, the signal acquisition unit 102 collects the vehicle power system status information, cabin status information, and relevant commands from the vehicle intelligent driving system and driver control commands. It then sends the collected information and commands to the wheel-side control center 101. The wheel-side control center 101 parses the relevant commands from the intelligent driving system and driver control commands. When the wheel-side control center 101 determines that the vehicle needs drive control, it calculates the wheel-side drive command based on the vehicle information and its internal control logic, obtains the target value of the wheel-side drive torque, and performs motor vector control calculation based on the target value of the wheel-side drive torque to obtain the corresponding 6-channel PWM drive command signal (at this time, the drive command signal is the first PWM duty cycle control signal used for drive control). The wheel-side control center 101 sends the 6-channel PWM drive command signal to the wheel hub motor control unit 201. The wheel hub motor control unit 201 processes the 6-channel PWM drive signal to obtain the corresponding 6-channel power device drive control signal. The 6-channel power device drive control signal directly controls the power devices in the wheel hub motor power unit 202 to turn on or off, thereby completing the current control inside the wheel hub motor 401 and generating electromagnetic drive torque.

[0061] During the drive control process, the hub motor control unit 201 reads the original electrical signal from the hub motor speed sensor 402 and processes it into wheel speed. The wheel side control center 101 reads the wheel speed, and when its internal control program detects that the wheel is showing a tendency to lock up, it calculates the wheel side anti-slip electric braking torque command and performs motor vector control calculation to obtain the corresponding 6-channel PWM drive command signal and completes the drive anti-slip control.

[0062] When the vehicle is in driving mode and the wheel-side control center 101 determines that the hub motor 401 has malfunctioned and cannot accurately generate the corresponding torque according to the target value of the wheel-side driving torque, the wheel-side control center 101 shuts down the hub motor control unit 201. When the wheel-side control center 101 further receives the vehicle braking demand from the signal acquisition unit 102, it will directly control the electromechanical brake control unit 301 to use the electromechanical brake 501 for braking.

[0063] The signal acquisition unit 102 acquires the vehicle power system status information, cabin status information, and related commands of the vehicle intelligent driving system and driver control commands, and sends the acquired information and commands to the wheel-side control center 101. The wheel-side control center 101 analyzes the related commands of the intelligent driving system and driver control commands. When the wheel-side control center 101 determines that the vehicle needs to perform braking control, the wheel-side control center 101 calculates the vehicle dynamics control wheel-side braking command based on the vehicle information and the internal control logic, and obtains the target value of the wheel-side braking torque.

[0064] When the target value of the wheel-side braking torque is less than or equal to the motor torque value that the current wheel hub motor can provide, the wheel-side control center 101 uses the target value of the wheel-side braking torque as the target value of the wheel hub motor feedback braking torque to perform vector control on the wheel hub motor, thereby realizing regenerative braking.

[0065] When the target braking torque value at the wheel end is greater than the torque value that the current hub motor can provide, the wheel end control center 101 uses the current torque value that the hub motor can provide as the command torque for the hub motor and performs hub motor vector control calculations to obtain the corresponding 6-channel PWM drive command signals (at this time, the drive command signal is the first PWM duty cycle control signal used for braking control). The wheel end control center 101 sends the 6-channel PWM drive command signals to the hub motor control unit 201. The hub motor control unit 201 processes the 6-channel PWM drive signals to obtain the corresponding 6-channel power device drive control signals. These 6-channel power device drive control signals directly control the power devices in the hub motor power unit 202 to turn on or off, thereby completing the current control of the motor inside the hub motor and generating braking torque. The wheel-side control center 101 calculates the difference between the target value of the wheel-side braking torque and the torque value that the current hub motor can provide. This difference is the target value of the electromechanical brake torque. The center then performs vector control calculations for the electromechanical brake motor, obtaining six PWM drive command signals for the electromechanical brake (the drive command signals at this time are the second PWM duty cycle control signals used for braking control). The wheel-side control center 101 sends these six PWM drive command signals to the electromechanical brake control unit 301. The electromechanical brake control unit 301 processes these six PWM drive signals to obtain six electromechanical brake power device drive control signals. These six signals directly control the power devices within the electromechanical brake power unit 302 to open or close, thereby completing the current control of the motor inside the electromechanical brake 501 and generating electromechanical braking torque. This achieves regenerative braking of the hub motor and electronic braking of the sub-mechanical brake.

[0066] Specifically, after the power devices in the electromechanical braking power unit 302 are turned on or off, the electromechanical braking power unit 302 generates current, and the brake motor module 503 in the electromechanical brake 501 generates electromagnetic torque. This electromagnetic torque drives the transmission module 504 to move. The transmission module 504 amplifies the electromagnetic force generated by the brake motor module 503 and transmits it to the friction braking module 506. The friction braking module 506 clamps or releases the hub motor shaft. The mechanical locking module 506 can lock the brake motor module shaft 507.

[0067] A pre-set regenerative braking current management threshold, SOClimit (also known as the state of charge threshold), is set when the vehicle is in braking condition and the actual state of charge (SOC) monitored by the wheel-side control center 101 is... 实际 Meets SOC 实际 When SOC limit is reached, the wheel-side control center 101 activates the resistor control unit 804, causing the regenerative braking current from the wheel hub motor to flow to the energy dissipation resistor 802. Simultaneously, the wheel-side control center 101 activates the cooling control module 805, and the cooling water pump 803 cools the energy dissipation resistor under the control of the cooling control module 805. When the vehicle is in braking condition and SOC limit is reached... 实际 When the SOC limit is ≤, the wheel-side control center 101 shuts down the resistor control unit 804, and the current generated by the regenerative braking of the wheel hub motor flows to the vehicle battery through the power management module 901;

[0068] When the vehicle is under braking and the wheel-side control center 101 determines that the electromechanical brake 501 is malfunctioning and cannot accurately generate the corresponding braking torque according to the target value of the electromechanical brake torque, the wheel-side control center 101 shuts down the electromechanical brake control unit 301. At the same time, the wheel-side control center 101 calculates the current target regenerative braking torque of the hub motor and issues a control command to the hub motor control unit 201 to make the hub motor work at the currently available maximum braking torque state until the vehicle approaches a standstill and the hub motor regenerative braking torque command is turned off.

[0069] During the braking control process, the wheel-side control center 101 calculates the wheel-side anti-slip electric braking torque command when it detects a tendency for the wheel to lock up based on the wheel speed and vehicle status information in its internal control program, and performs motor vector control calculation to obtain the corresponding 6-channel PWM drive command signal and complete the drive anti-slip control.

[0070] If the wheel-side control center 101 malfunctions, the vehicle's driving intention can be directly identified based on the vehicle's information. If the vehicle is in driving mode, the safety monitoring unit 601 will shut down the wheel hub motor control unit 201. When the safety monitoring unit 601 receives a vehicle braking request from the signal acquisition unit 102, it will directly control the electromechanical brake control unit 301 to make the electromechanical brake 501 brake, and simultaneously send fault information to the vehicle through the communication module until the vehicle stops. If the vehicle is in braking or parking mode, the safety monitoring unit 601 will shut down the wheel hub motor control unit 201 and will directly control the electromechanical brake control unit 301 to make the electromechanical brake 501 brake, and simultaneously send fault information to the vehicle through the communication module until the vehicle stops.

[0071] When the vehicle is in a power failure state, the wheel-side control center 101 will shut down the control signal of the hub motor control unit 201 and turn on the second power management module 902, so that the capacitor unit 701 can provide driving power to the electromechanical brake through the second power management module 902 inside the power management module 901 to complete several vehicle braking functions.

[0072] The following are embodiments of the method disclosed herein. For details not disclosed in the embodiments of the method disclosed herein, please refer to the system embodiments of the method disclosed herein. The embodiments of the method disclosed herein propose a control method for an integrated electric drive and electric braking system. The control method for the integrated electric drive and electric braking system disclosed herein can be simply referred to as the control method.

[0073] Figure 6 is a flowchart of the control method of the electric drive and electric braking integrated system provided in the embodiments of this disclosure.

[0074] As shown in Figure 6, the control method of this integrated electric drive and electric braking system includes:

[0075] Step S101: The wheel control component acquires vehicle information;

[0076] In step S102, the wheel control component identifies the current driving intention of the vehicle based on the vehicle information, and then calculates the target value of the wheel-side drive / braking torque;

[0077] Step S103: The wheel control component controls the hub motor component and / or electromechanical braking component to drive / brake the single wheel based on the target value of the wheel-side drive / brake torque;

[0078] In step S104, when the vehicle is in a braking state and the actual state of charge detected by the energy component is greater than the state of charge threshold, the wheel control component controls the energy consumption braking unit to operate in order to consume the electrical energy generated by the regenerative braking of the wheel hub motor component.

[0079] In step S103, the wheel control component controls the hub motor component and / or the electromechanical braking component to perform drive / brake control on the single wheel based on the target value of the wheel-side drive / brake torque. This includes: when the current driving intention of the vehicle is drive control, controlling the hub motor component to perform drive control based on the target value of the wheel-side drive torque; when the current driving intention of the vehicle is brake control, if the target value of the wheel-side brake torque is less than the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component to perform regenerative braking on the single wheel based on the target value of the wheel-side brake torque; if the target value of the wheel-side brake torque is greater than or equal to the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component based on the motor torque value that the current hub motor can provide, and controls the electromechanical braking component based on the difference between the target value of the wheel-side brake torque and the motor torque value that the current hub motor can provide, to brake the single wheel.

[0080] In some embodiments, the control method of the electric drive and electric braking integrated system further includes: when the wheel-side control center in the wheel control assembly malfunctions, the safety monitoring unit controls the hub motor assembly and / or the electromechanical braking assembly shown to stop the vehicle.

[0081] It should be noted that the foregoing explanation of the embodiment of the electric drive and electric braking integrated system also applies to the control method of the electric drive and electric braking integrated system of this embodiment, and will not be repeated here.

[0082] The sequence numbers of the embodiments disclosed above are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0083] The electric drive and electric braking integrated system and its control method disclosed in this embodiment are mounted on the wheel rim of a single wheel. The integrated system includes a wheel control component, a hub motor component, an electromechanical braking component, an energy-consuming braking unit, and an energy component. The wheel control component is used to identify the current driving intention of the vehicle based on the acquired vehicle information, and then calculate the target value of the wheel rim drive / braking torque to control the hub motor component and / or the electromechanical braking component to drive / brake the single wheel. It is also used to control the energy-consuming braking unit to operate to consume the electrical energy generated by the regenerative braking of the hub motor component when the vehicle is in a braking state and the actual state of charge monitored by the energy component is greater than the state of charge threshold. In this configuration, the wheel control assembly, hub motor assembly, electromechanical braking assembly, regenerative braking unit, and energy component are integrated to achieve seamless integration of the hub motor assembly and the electromechanical braking system. Furthermore, when the vehicle is in braking mode and the actual state of charge detected by the energy component exceeds the state of charge threshold, the regenerative braking unit is controlled to operate to consume the electrical energy generated by the regenerative braking of the hub motor assembly. In this case, when a high state of charge occurs, the regenerative braking of the hub motor assembly is consumed by the regenerative braking of the hub motor assembly through the regenerative braking unit to ensure normal braking of the hub motor assembly, thereby solving the problem that the hub motor cannot perform regenerative braking when in a high state of charge.

[0084] This disclosed system and method is a system and control method with wheel-end electric drive and electric braking functions. The system integrates a hub motor system and an electromechanical braking system, prioritizing regenerative braking and supplementing it with electromechanical braking. It enables system failure safety redundancy control, allows for miniaturization of the electromechanical braking system, and reduces the frequency of friction braking. When the vehicle is braking, the wheel-side control center coordinates the hub motor and electromechanical brake to complete the vehicle's braking function. The system includes a safety monitoring unit that shuts off either the drive torque or braking torque when the wheel-side control center fails.

[0085] The accompanying drawings show structural schematics according to embodiments of the present disclosure. These drawings are not to scale, and some details have been enlarged and may have been omitted for clarity. The shapes of the various regions and layers shown in the drawings, as well as their relative sizes and positional relationships, are merely exemplary and may deviate from reality due to manufacturing tolerances or technical limitations. Furthermore, those skilled in the art can design regions / layers with different shapes, sizes, and relative positions as needed.

[0086] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this disclosure does not impose any limitations herein.

[0087] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. An integrated electric drive and electric braking system, the integrated system being mounted on the wheel rim of a single wheel, the integrated system comprising a wheel control component, a hub motor component, an electromechanical braking component, an energy-consuming braking unit, and an energy component; the wheel control component is used to identify the current driving intention of the vehicle based on acquired vehicle information, and then calculate the target value of the wheel-side drive / braking torque to control the hub motor component and / or the electromechanical braking component to drive / brake the single wheel; it is also used to control the energy-consuming braking unit to operate to consume the electrical energy generated by the regenerative braking of the hub motor component when the vehicle is in a braking state and the actual state of charge detected by the energy component is greater than the state of charge threshold.

2. The electric drive electric brake integrated system of claim 1, wherein, The wheel control component, when used to calculate the target value of the wheel-side drive / braking torque to control the hub motor component and / or the electromechanical braking component to perform drive / braking control on the single wheel, is specifically used for: If the current vehicle driving intention is drive control, then the target value of the wheel-side drive torque is calculated to control the wheel hub motor assembly to perform drive control; If the current driving intention of the vehicle is braking control, the target value of the wheel-side braking torque is calculated; if the target value of the wheel-side braking torque is less than the motor torque value that the current wheel hub motor can provide, the wheel control component controls the wheel hub motor component to perform regenerative braking on the single wheel based on the target value of the wheel-side braking torque. If the target value of the wheel-side braking torque is greater than or equal to the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component based on the motor torque value that the current hub motor can provide, and controls the electromechanical braking component based on the difference between the target value of the wheel-side braking torque and the motor torque value that the current hub motor can provide, so as to brake the single wheel.

3. The electric drive electric brake integrated system according to claim 1 or 2, wherein, The energy-consuming braking unit includes an energy-consuming resistor and a resistor control unit. The energy-consuming resistor is connected to the resistor control unit. The energy-consuming braking unit is activated by controlling the resistor control unit to operate. When the energy-consuming braking unit is operating, it uses the energy-consuming resistor to consume the electrical energy generated by the regenerative braking of the hub motor assembly.

4. The electric drive electric brake integrated system of claim 3, wherein, The energy-saving braking unit also includes a cooling water pump and a cooling control module, wherein the cooling water pump is connected to the cooling control module; when the energy-saving braking unit is running, the cooling control module is controlled to open so that the cooling water pump can be used to cool the energy-saving resistor.

5. The electric drive electric brake integrated system according to any one of claims 1-4, wherein, The electromechanical braking assembly includes an electromechanical brake, an electromechanical brake position sensor, an electromechanical brake power unit, and an electromechanical brake control unit. The wheel control assembly is connected to the electromechanical brake via the electromechanical brake control unit and the electromechanical brake power unit. The electromechanical brake control unit controls the power devices in the electromechanical brake power unit based on the electronic braking control commands from the wheel control assembly, thereby realizing the control of the electromechanical brake.

6. The electric drive electric brake integrated system of claim 5, wherein, The electromechanical brake includes a brake motor module, a transmission module, a friction braking module, a mechanical locking module, and a brake motor shaft. The brake motor module generates electromagnetic torque and drives the transmission module. The transmission module amplifies the electromagnetic force generated by the brake motor module and transmits it to the friction braking module. The friction braking module clamps and brakes the shaft of the hub motor in the hub motor assembly. The mechanical locking module locks the shaft of the brake motor module.

7. The electric drive electric brake integrated system according to any one of claims 1-6, wherein, The integrated system also includes a safety monitoring unit connected to the wheel control assembly. The safety monitoring unit is used to control the hub motor assembly and / or electromechanical braking assembly to stop the vehicle when the wheel-side control center in the wheel control assembly malfunctions.

8. A control method for the integrated electric drive and electric braking system according to any one of claims 1-7, comprising: The wheel control components acquire vehicle information; The wheel control component identifies the current driving intention of the vehicle based on the vehicle information, and then calculates the target value of the wheel-side drive / braking torque; The wheel control component controls the hub motor component and / or electromechanical braking component to drive / brake the single wheel based on the target value of the wheel-side drive / brake torque. When the vehicle is in a braking state and the actual state of charge detected by the energy components is greater than the state of charge threshold, the wheel control components control the energy consumption braking unit to operate in order to consume the electrical energy generated by the regenerative braking of the wheel hub motor components.

9. The control method of an electric drive electric brake integrated system according to claim 8, wherein, The wheel control component controls the hub motor component and / or electromechanical braking component to perform drive / brake control on the single wheel based on the target value of the wheel-side drive / brake torque, including: When the current vehicle driving intention is drive control, the hub motor assembly is controlled to perform drive control based on the target value of the wheel-side drive torque. When the current driving intention of the vehicle is braking control, if the target value of the wheel-side braking torque is less than the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component based on the target value of the wheel-side braking torque to perform regenerative braking on the single wheel; if the target value of the wheel-side braking torque is greater than or equal to the motor torque value that the current hub motor can provide, the wheel control component controls the hub motor component based on the motor torque value that the current hub motor can provide, and controls the electromechanical braking component based on the difference between the target value of the wheel-side braking torque and the motor torque value that the current hub motor can provide, to brake the single wheel.

10. The control method of an electric drive electric brake integrated system according to claim 9, wherein, Also includes: In the event of an abnormality in the wheel-side control center of the wheel control assembly, the safety monitoring unit controls the hub motor assembly and / or the electromechanical braking assembly shown to bring the vehicle to a stop.

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