A multi-motor brake-by-wire driving integrated system and a control method thereof

Abstract

The application discloses a kind of multi-motor line control brake drive integration system and control method thereof, integration system includes electronic control unit, line control brake unit, torque directional distribution unit and power drive unit;Through the cooperation of multiple motors in power drive unit, the reliability of line control brake is improved and the distribution defects of traditional differential "not difference twist" are solved;Through the combination / separation of brake in line control brake unit and clutch in power drive unit, single-motor working form and double-motor coupling working form in line control brake, torque directional distribution and other modes are realized, multiple power transmission paths are provided for integrated system, thereby enhancing the reliability of system;At the same time, the torque distribution of left and right half shafts in power drive unit is flexible and controllable, suitable for various working conditions, and further improves the maneuverability of vehicle.In addition, under the cooperative work of multiple motors, the motors operate efficiently, effectively reducing energy consumption.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle technology, specifically relating to a multi-motor drive-by-wire integrated system and its control method. Background Technology

[0002] In recent years, with the excessive consumption of fossil fuels and the aggravation of ecological and environmental pollution, the energy transition of automobiles has become imperative, and pure electric vehicles have become a research hotspot in the automotive field. Especially against the backdrop of highly integrated and unified automotive electric drive systems, brake-by-wire technology and integrated electric drive axles have attracted much attention.

[0003] Braking-by-wire systems, also known as electronic braking systems, are divided into mechanical and hydraulic types. Hydraulic braking-by-wire systems combine electronic and hydraulic systems, offering advantages such as flexible and compact layout, fast dynamic response, high control precision, and strong braking efficiency, significantly improving vehicle braking performance and compensating for the shortcomings of traditional braking systems. However, due to the involvement of electronic systems, electro-hydraulic braking systems suffer from reliability issues such as brake motor failure. Furthermore, most current braking-by-wire systems only have one drive unit; if the system fails during driving, the vehicle will be unable to brake effectively, potentially leading to a safety accident.

[0004] In traditional automobiles, the drive axle is a mechanism located at the end of the transmission system that changes the speed and torque from the gearbox and transmits them to the drive wheels. However, in pure electric vehicles, the output shaft of the drive motor's reducer can be directly connected to the main reducer, forming an integrated drive unit. This eliminates the need for a clutch, gearbox, and drive shaft, thus achieving more efficient energy transfer.

[0005] As a core component of the drive axle, the differential transmits driving torque to both half-shafts while allowing the left and right wheels to roll at different speeds, thus reducing tire-road friction. However, the differential in a centralized drive axle of a pure electric vehicle is characterized by "differential speed but not differential torque," always distributing driving torque evenly to both half-shafts. This distribution method, when driving on surfaces with poor traction such as ice or sand, or on surfaces with uneven traction coefficients on both sides, restricts driving force to the side with low traction, failing to fully utilize the drive wheels' traction capabilities and resulting in power loss. Furthermore, during cornering, due to load transfer, the outer wheel has greater traction than the inner wheel, allowing it to output greater driving torque. To fully utilize the traction characteristics of the inner and outer wheels, the driving torque of the outer wheel can be increased while the driving torque of the inner wheel is decreased, generating a yaw torque that helps propel the vehicle into corners, making cornering smoother and faster, and increasing vehicle maneuverability. However, due to the "not differential torque" distribution defect of traditional differentials, the vehicle loses optimal control performance, thus reducing driving quality. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention provides an integrated multi-motor linear control braking and drive system and its control method.

[0007] The present invention achieves the above-mentioned technical objectives through the following technical means.

[0008] An integrated multi-motor brake-by-wire drive system includes an electronic control unit, a brake-by-wire unit, a torque-oriented distribution unit, and a power drive unit;

[0009] The brake-by-wire unit includes a first sun gear, a first planetary carrier, a first ring gear, brake B1, brake B2, a worm gear mechanism, a rack and pinion mechanism, a master cylinder, a brake valve assembly, and a brake caliper. The first sun gear, the first planetary carrier, and the first ring gear form a first planetary gear mechanism. The worm gear mechanism and the rack and pinion mechanism are fixedly connected. The rack and pinion mechanism is connected to the master cylinder. The master cylinder, the brake valve assembly, and the brake caliper are connected via an oil circuit. The brake caliper is mounted on the wheel. Brake B1 is connected to the first planetary carrier, and brake B2 is connected to the first ring gear.

[0010] The torque-oriented distribution unit includes a dual planetary gear set with the same characteristic parameters;

[0011] The power drive unit includes an M1 motor, an M2 motor, an M3 motor, a dual clutch, a G1 primary gear, a G1 secondary gear, a G2 primary gear, a G2 secondary gear, a G3 primary gear, a G3 secondary gear, a G4 primary gear, a G4 secondary gear, a G5 primary gear, a G5 secondary gear, and a differential element. The M2 motor is connected to the first sun gear, and the M3 motor is connected to the G1 primary gear. The G1 primary gear is connected to one end of a hollow shaft, and the other end of the hollow shaft is connected to the rotor of the M3 motor. The G1 primary gear meshes with the G1 secondary gear. The G2 primary gear is fixed to one end of a third transmission shaft, and the G2 secondary gear is fixedly connected to a second gear ring. G2 primary gear meshes with G2 secondary gear; the other end of the third drive shaft is connected to the driven plate of C2 in the dual clutch; G3 primary gear is fixedly connected to the first gear ring, G3 secondary gear is fixed to one end of the second drive shaft, and G3 primary gear meshes with G3 secondary gear; the other end of the second drive shaft is connected to the driven plate of C1 in the dual clutch; G4 primary gear is fixed to the other end of the first drive shaft, G4 secondary gear is fixedly connected to the differential housing, and G4 primary gear meshes with G4 secondary gear; G5 primary gear is connected to the rotor of the M1 motor, G5 secondary gear is fixed to one end of the first drive shaft, and G5 primary gear meshes with G5 secondary gear.

[0012] The controllers for motors M1, M2, and M3 are controlled by an electronic control unit.

[0013] In the above technical solution, the dual planetary gear set with the same characteristic parameters includes a second sun gear, a second planet carrier, a second ring gear, a third sun gear, a third planet carrier, and a third ring gear. The second sun gear, the second planet carrier, and the second ring gear constitute a second planetary gear mechanism, and the third sun gear, the third planet carrier, and the third ring gear constitute a third planetary gear mechanism. The second sun gear and the third sun gear are loosely fitted on the left half shaft and fixedly connected to each other. The third ring gear is fixedly connected to the drive axle housing. The second planet carrier is fixedly connected to the left half shaft, and the third planet carrier is fixedly connected to the differential housing.

[0014] A control method for a multi-motor linear control braking and drive integrated system:

[0015] Step (1): The VCU reads the vehicle speed, steering wheel angle, brake pedal signal, and motor current signal and operating status information.

[0016] Step (2): The VCU determines whether the vehicle is turning based on the steering wheel angle signal. If yes, proceed to step (15); otherwise, proceed to step (3).

[0017] Step (3): The VCU determines whether the vehicle is braking based on the brake pedal signal. If yes, proceed to step (5); otherwise, proceed to step (4).

[0018] Step (4), enter straight driving mode, and simultaneously enter step (39);

[0019] Step (5): The BMS determines whether the battery charge meets the SOC (State of Charge) requirement. L <SOC<SOC H If yes, proceed to step (6); otherwise, proceed to step (8); where SOC L Preset battery remaining power warning value, SOC H Set a preset battery charging level warning value;

[0020] Step (6): The VCU calculates the total braking torque demand based on the vehicle speed and brake pedal signal, and determines whether the regenerative braking force of the M1 motor meets the braking demand. If yes, proceed to step (7); otherwise, proceed to step (8).

[0021] Step (7) enters regenerative braking mode and simultaneously enters step (39);

[0022] Step (8): Determine whether motors M2 and M3 are faulty. If so, proceed to step (10); otherwise, proceed to step (9).

[0023] Step (9) enters the normal braking mode of motors M2 and M3, and simultaneously enters step (39);

[0024] Step (10): Determine if the M3 motor is faulty. If yes, proceed to step (12); otherwise, proceed to step (11).

[0025] Step (11) enters the normal braking mode of the M3 motor and simultaneously enters step (39);

[0026] Step (12): Determine if the M2 motor is faulty. If yes, proceed to step (14); otherwise, proceed to step (13).

[0027] Step (13) enters the normal braking mode of the M2 motor and simultaneously enters step (39);

[0028] Step (14): Enter failure mode, vehicle alarm, and simultaneously enter step (39);

[0029] Step (15): The VCU determines whether the vehicle is braking based on the brake pedal signal. If yes, proceed to step (16); otherwise, proceed to step (32).

[0030] Step (16): The BMS determines whether the battery capacity meets the SOC requirement. L <SOC<SOC H If yes, proceed to step (17); otherwise, proceed to step (25).

[0031] Step (17): The VCU calculates the total braking torque demand based on the vehicle speed and brake pedal signal, and determines whether the regenerative braking force of the M1 motor meets the braking demand. If yes, proceed to step (18); otherwise, proceed to step (25).

[0032] Step (18): Determine whether motors M2 and M3 are faulty. If so, proceed to step (20); otherwise, proceed to step (19).

[0033] Step (19) enters the regenerative braking and M2 and M3 motor torque orientation distribution mode, and simultaneously enters step (39);

[0034] Step (20): Determine if the M3 motor is faulty. If yes, proceed to step (22); otherwise, proceed to step (21).

[0035] Step (21) enters the regenerative braking and M3 motor torque orientation distribution mode, and simultaneously enters step (39);

[0036] Step (22): Determine if motor M2 is faulty. If yes, proceed to step (23); otherwise, proceed to step (24).

[0037] Step (23) enters regenerative braking mode, and torque directional distribution mode fails, vehicle alarm is triggered, and step (39) is entered simultaneously;

[0038] Step (24) enters the regenerative braking and M2 motor torque orientation distribution mode, and simultaneously enters step (39);

[0039] Step (25): Determine whether motors M2 and M3 are faulty. If so, proceed to step (27); otherwise, proceed to step (26).

[0040] Step (26) enters the M2 motor conventional braking and M3 motor torque directional distribution mode, and simultaneously enters step (39);

[0041] Step (27): Determine if the M3 motor is faulty. If yes, proceed to step (29); otherwise, proceed to step (28).

[0042] Step (28) enters the normal braking mode of M3 motor, and the torque directional distribution mode fails, the vehicle alarm is triggered, and step (39) is entered simultaneously.

[0043] Step (29): Determine if the M2 motor is faulty. If yes, proceed to step (31); otherwise, proceed to step (30).

[0044] Step (30): Enter the normal braking mode of M2 motor, and the torque directional distribution mode fails, the vehicle alarm is triggered, and step (39) is entered simultaneously.

[0045] Step (31): Enter failure mode, vehicle alarm, and simultaneously enter step (39);

[0046] Step (32): Determine whether motors M2 and M3 are faulty. If so, proceed to step (34); otherwise, proceed to step (33).

[0047] Step (33) enters the torque orientation distribution mode of motors M2 and M3, and simultaneously enters step (39);

[0048] Step (34): Determine if the M3 motor is faulty. If yes, proceed to step (36); otherwise, proceed to step (35).

[0049] Step (35) enters the M3 motor torque orientation distribution mode, and simultaneously enters step (39);

[0050] Step (36): Determine if the M2 motor is faulty. If yes, proceed to step (38); otherwise, proceed to step (37).

[0051] Step (37) enters the torque orientation distribution mode of motor M2, and simultaneously enters step (39);

[0052] Step (38): Enter failure mode, vehicle alarm, and simultaneously enter step (39);

[0053] Step (39) feeds back the motor current signal and operating status to the VCU.

[0054] Furthermore, the torque-oriented distribution mode of the M2 motor is as follows:

[0055] When the vehicle turns left, the M2 motor drives the rotor to rotate forward and outputs torque. At this time, the dual clutch engages, brake B1 engages, and brake B2 releases. Power is transmitted to the second drive shaft through the first planetary gear mechanism, G3 primary gear, and G3 secondary gear. The power is then transmitted to the third drive shaft through the dual clutch, and then the additional torque T is distributed through G2 primary gear, G2 secondary gear, the second gear ring, the second planetary carrier, and the third planetary carrier. c The torque is transmitted to the left half-shaft and the differential housing; at this time, the resultant torque on the left half-shaft is T. left =T req / 2-T c / 2, the resultant torque on the right half-shaft is T right =T req / 2+T c / 2, due to T eft <T right This facilitates vehicles making left turns; among which T req This is the torque required by the vehicle.

[0056] When the vehicle turns right, the M2 motor drives the rotor to reverse and outputs torque, with the power transmission path being the same as when turning left; at this time, the resultant torque on the left half-shaft is T. left =T req / 2+T c / 2, the resultant torque on the right half-shaft is T right =T req / 2-T c / 2, due to T left >T right This makes it easier for vehicles to make right turns;

[0057] In the M2 motor torque-oriented distribution mode, the M2 motor outputs additional distributed torque to achieve directional torque distribution.

[0058] Furthermore, the torque-oriented distribution mode of the M3 motor is as follows:

[0059] When the vehicle turns left, the M3 motor drives the rotor to reverse and outputs torque. At this time, C1 in the dual clutch is released and C2 is engaged, brakes B1 and B2 are released, and power is transmitted to the dual clutch through the G1 primary gear and G1 secondary gear. The power is then transmitted to the third drive shaft through the dual clutch, and then the additional torque T is distributed through the G2 primary gear, G2 secondary gear, second gear ring, second planetary carrier, and third planetary carrier. c The torque is transmitted to the left half-shaft and the differential housing; at this time, the resultant torque on the left half-shaft is T. left =T req / 2-T c / 2, the resultant torque on the right half-shaft is T right =T req / 2+T c / 2, due to T left <T right This makes it easier for vehicles to make left turns;

[0060] When the vehicle turns right, the M3 motor drives the rotor to rotate forward and outputs torque. The power transmission path is the same as when turning left, and the resultant torque on the left half-shaft is T. left =T req / 2+T c / 2, the resultant torque on the right half-shaft is T right =T req / 2-T c / 2, due to T left >T right This makes it easier for vehicles to make right turns;

[0061] In the M3 motor torque-oriented distribution mode, the additional distributed torque is output by the M3 motor to achieve directional torque distribution.

[0062] Furthermore, the torque-oriented distribution mode of motors M2 and M3 is as follows:

[0063] Motors M2 and M3 together provide additional distributed torque. At this time, C1 and C2 of the dual clutch are engaged, brake B1 is engaged, and brake B2 is released. The power from motor M2 is transmitted to the second drive shaft via the first planetary gear mechanism, G3 primary gear, and G3 secondary gear. The power is then transmitted to the third drive shaft via the dual clutch, and finally distributed through G2 primary gear, G2 secondary gear, the second gear ring, the second planetary carrier, and the third planetary carrier to distribute the additional torque T. c_m2 The power is transmitted to the left half-shaft and differential housing; the power of the M3 motor is transmitted to the dual clutch via the G1 primary gear and G1 secondary gear, and then to the third drive shaft via the dual clutch. The additional torque T is then distributed through the G2 primary gear, G2 secondary gear, second ring gear, second planetary carrier, and third planetary carrier. c_m3 Transmitted to the left half-shaft and differential housing;

[0064] The distributed torque T provided by the M2 motor c_m2 and the distributed torque T provided by the M3 motor c_m3 The sum equals the total demand-distributed torque T. c That is, T c_m2 +T c_m3 =T c ;

[0065] When the vehicle turns left, motor M2 drives the rotor to rotate forward, while motor M3 drives the rotor to rotate in reverse. Motors M2 and M3 provide the total demand-distributed torque T. c The torque distributed to the left half-shaft and differential housing is -T. c The distributed torque on the differential housing is T. c This allows the torque from the left half-shaft to be transferred to the right half-shaft, which is beneficial for the vehicle to turn left.

[0066] When the vehicle turns right, motor M2 drives the rotor to rotate in reverse, while motor M3 drives the rotor to rotate in the forward direction. Motors M2 and M3 provide a total additional distributed torque T. c The torque distributed to the left half-shaft and differential housing is T. c The distributed torque on the differential housing is -T c This allows the torque of the right half-shaft to be transferred to the left half-shaft, which is beneficial for the vehicle to turn right;

[0067] In the torque-oriented distribution mode of M2 and M3 motors, the torque is oriented by coordinating the torque requirements of M2 and M3 motors.

[0068] Furthermore, the conventional braking mode of the M2 motor is as follows:

[0069] The VCU calculates the braking torque required from the M2 motor based on the maximum permissible braking torque and transmits it to the M2 motor for execution. At this time, C1 and C2 in the dual clutch are released, brake B1 is released and brake B2 is engaged. Power is transmitted to the master cylinder through the first sun gear, the first planetary carrier, the worm gear mechanism, and the rack and pinion mechanism. The master cylinder transmits the braking pressure to the brake valve assembly, thereby controlling the brake caliper to brake the wheels.

[0070] Furthermore, the conventional braking mode of the M3 motor is as follows:

[0071] The VCU calculates the braking torque required from the M3 motor based on the maximum permissible braking torque and transmits it to the M3 motor for execution. At this time, C1 engages and C2 disengages in the dual clutch, and brakes B1 and B2 disengage. Power is transmitted to the second drive shaft through the G1 primary gear, G1 secondary gear, and dual clutch. The power is then transmitted to the master cylinder through the second drive shaft, G3 secondary gear, G3 primary gear, first gear ring, first planetary carrier, worm gear mechanism, and gear rack mechanism. The master cylinder transfers the braking pressure to the brake valve assembly, thereby controlling the brake caliper to brake the wheels.

[0072] Furthermore, the conventional braking mode of the M2 and M3 motors is as follows:

[0073] The VCU calculates the braking torque requested from motors M2 and M3 based on the maximum permissible braking torque feedback, and drives motors M2 and M3 to execute the braking torque. At this time, C1 engages and C2 disengages in the dual clutch, and brakes B1 and B2 disengage. The power of motor M3 is transmitted to the second drive shaft through the first gear G1, the second gear G1, and the dual clutch. The power is then coupled with the power of motor M2 through the second drive shaft, the first gear ring, and the first planetary carrier. It is then transmitted to the master cylinder through the worm gear mechanism and the rack and pinion mechanism. The master cylinder transfers the braking pressure to the brake valve assembly, thereby controlling the brake calipers to brake the wheels. In this mode, the braking torques of motors M2 and M3 are coordinated to ensure that they operate in the high-power range.

[0074] Furthermore, the conventional braking mode of the M2 motor and the torque-oriented distribution mode of the M3 motor are as follows:

[0075] When the vehicle turns left, the M3 motor drives the rotor to reverse and outputs torque;

[0076] When the vehicle turns right, the M3 motor drives the rotor to rotate forward and outputs torque. At this time, C1 in the dual clutch is released and C2 is engaged, and brake B1 is released and brake B2 is engaged. The power of the M2 motor is transmitted to the brake master cylinder through the first sun gear, the first planetary carrier, the worm gear mechanism, and the gear and rack mechanism. The brake master cylinder transfers the braking pressure to the brake valve assembly, which in turn controls the brake calipers to brake the wheels. The power of the M3 motor is transmitted to the dual clutch through the G1 first-stage gear and the G1 second-stage gear. The power is then transmitted to the third drive shaft through the dual clutch, and then the total additional torque T is distributed through the G2 first-stage gear, the G2 second-stage gear, the second gear ring, the second planetary carrier, and the third planetary carrier. c The torque is transmitted to the left half-shaft and differential housing, so that the torque on the outer wheel of the curve is greater than the torque on the inner wheel of the curve.

[0077] The beneficial effects of this invention are as follows: The multi-motor brake-by-wire integrated system of this invention improves the reliability of brake-by-wire through the cooperation of multiple motors and solves the problem of "no torque distribution" in traditional differentials. The torque distribution between the left and right half-shafts is flexible and controllable, further improving vehicle maneuverability. Moreover, the integrated system of this invention has multiple operating modes to adapt to complex vehicle conditions. Through the engagement and disengagement of the brakes and clutches, multiple selectable power transmission paths are provided for the system, enhancing its reliability. Simultaneously, the coordinated operation of multiple motors allows it to operate in a high-power range, which is beneficial for energy saving. Attached Figure Description

[0078] Figure 1 This is a schematic diagram of the integrated multi-motor linear control braking and drive system of the present invention;

[0079] Figure 2 This is a schematic diagram of energy flow in the straight-line driving mode of the multi-motor drive-by-wire integrated system described in this invention.

[0080] Figure 3(a) is a schematic diagram of the energy flow of the M2 motor torque directional distribution mode in the multi-motor wire control brake drive integrated system of the present invention under left turn conditions;

[0081] Figure 3(b) is a schematic diagram of the energy flow of the M2 motor torque directional distribution mode in the multi-motor wire control brake drive integrated system of the present invention under right turn conditions;

[0082] Figure 4(a) is a schematic diagram of the energy flow of the M3 motor torque directional distribution mode in the multi-motor wire control brake drive integrated system of the present invention under left turn conditions;

[0083] Figure 4(b) is a schematic diagram of the energy flow of the M3 motor torque directional distribution mode in the multi-motor wire control brake drive integrated system of the present invention under right turn conditions;

[0084] Figure 5(a) is a schematic diagram of the energy flow in the torque-oriented distribution mode of motors M2 and M3 in the multi-motor wire-controlled braking drive integrated system under the left-turn condition of the present invention;

[0085] Figure 5(b) is a schematic diagram of the energy flow of the torque-oriented distribution mode of motors M2 and M3 in the multi-motor wire-controlled braking drive integrated system of the present invention under right turn conditions;

[0086] Figure 6 This is a schematic diagram of the energy flow of the M2 motor in the conventional braking mode of the multi-motor wire-controlled braking and drive integrated system described in this invention;

[0087] Figure 7 This is a schematic diagram of the energy flow of the M3 motor in the conventional braking mode of the multi-motor wire-controlled braking and drive integrated system described in this invention;

[0088] Figure 8 This is a schematic diagram of the energy flow of motors M2 and M3 in the conventional braking mode of the multi-motor wire-controlled braking and drive integrated system described in this invention;

[0089] Figure 9(a) is a schematic diagram of the energy flow of the M2 motor in the conventional braking mode and the M3 motor torque directional distribution mode of the multi-motor wire control braking drive integrated system under the left turn condition of the present invention.

[0090] Figure 9(b) is a schematic diagram of the energy flow of the M2 motor in the conventional braking mode and the torque-oriented distribution mode of the M3 motor in the multi-motor wire-controlled braking and drive integrated system of the present invention under the right turn condition.

[0091] Figure 10 This is a schematic diagram of the energy flow in the regenerative braking mode of the multi-motor wire-controlled braking and drive integrated system described in this invention.

[0092] Figure 11 This is a flowchart of the control method for the multi-motor drive-by-wire integrated system described in this invention.

[0093] In the diagram: 1. VCU, 2. Pedal travel sensor, 3. Brake pedal, 4. BMS, 5. Battery, 6. M1 motor controller, 7. M2 motor controller, 8. M3 motor controller, 9. M1 motor, 10. M2 motor, 11. M3 motor, 12. First sun gear, 13. First planetary carrier, 14. First ring gear, 15. G1 first stage gear, 16. G1 second stage gear, 17. G2 first stage gear, 18. G2 second stage gear, 19. G3 first stage gear, 20. G3 second stage gear, 21. Second sun gear, 22. Second planetary carrier, 23. Second ring gear, 24. Third sun gear, 25. 26. Third planetary carrier; 27. Third ring gear; 28. G4 first-stage gear; 29. ​​G4 second-stage gear; 30. G5 first-stage gear; 31. G5 second-stage gear; 32. Differential housing; 33. Left sun gear; 34. Right sun gear; 35. Upper planetary gear; 36. Lower planetary gear; 37. Left half-shaft; 38. Right half-shaft; 39. First drive shaft; 40. Second drive shaft; 41. Third drive shaft; 42. Brake B1; 43. Brake B2; 44. Dual clutch; 45. Worm gear mechanism; 46. Gear and rack mechanism; 47. Master cylinder; 48. Brake valve assembly; 49. Brake caliper; 40. Wheel. Detailed Implementation

[0094] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but the scope of protection of the present invention is not limited thereto.

[0095] Figure 1 The diagram shows an integrated multi-motor brake-by-wire drive system, which includes an electronic control unit, a brake-by-wire unit, a torque-oriented distribution unit, and a power drive unit.

[0096] The electronic control unit includes VCU1, BMS4, M1 motor controller 6, M2 motor controller 7, M3 motor controller 8, and pedal travel sensor 2. VCU1 is the vehicle controller, used to control BMS4 and receive its feedback, control M1 motor controller 6, M2 motor controller 7, and M3 motor controller 8 and receive their feedback, receive signals from pedal travel sensor 2, and control braking force distribution. BMS4 is the battery management system, used to control and manage the charging and discharging process of battery 5 and detect the remaining battery charge (SOC value), and feeds back the SOC value of battery 5 to VCU1. M1 motor controller 6 is used to power M1 motor 9. The system provides electrical energy to the M1 motor 9 and controls it to output the corresponding speed and torque according to the control commands of VCU1, while also feeding back the current status of the motor to VCU1; the M2 motor controller 7 provides electrical energy to the M2 motor 10 and controls it to output the corresponding speed and torque according to the control commands of VCU1, while also feeding back the current status of the motor to VCU1; the M3 motor controller 8 provides electrical energy to the M3 motor 11 and controls it to output the corresponding speed and torque according to the control commands of VCU1, while also feeding back the current status of the motor to VCU1; the pedal travel sensor 2 is connected to the brake pedal 3 and sends the pedal travel signal to VCU1.

[0097] The brake-by-wire unit consists of a first sun gear 12, a first planetary carrier 13, a first ring gear 14, brakes B141 and B242, a worm gear mechanism 44, a rack and pinion mechanism 45, a master cylinder 46, a brake valve assembly 47, and a brake caliper 48. The worm gear mechanism 44 and the gear in the rack and pinion mechanism 45 are fixedly connected. The rack and pinion mechanism 45 is connected to the master cylinder 46. The master cylinder 46, the brake valve assembly 47, and the brake caliper 48 are connected via an oil circuit. The brake caliper 48 is mounted on the wheel 49. Brake B141 is connected to the first planetary carrier 13. By engaging or disengaging the brake, the brake-by-wire unit is controlled to operate. Brake B242 is connected to the first ring gear 14. By engaging or disengaging the brake, the torque of the M2 motor 10 is controlled to be transmitted to the second drive shaft 39.

[0098] The torque-oriented distribution unit includes a dual planetary gear set with identical characteristic parameters. This set consists of a second sun gear 21, a second planetary carrier 22, a second ring gear 23, a third sun gear 24, a third planetary carrier 25, and a third ring gear 26. The second sun gear 21 and third sun gear 24 are loosely fitted onto the left half-shaft 36 and fixedly connected to each other. The third ring gear 26 is fixedly connected to the drive axle housing. The second planetary carrier 22 is fixedly connected to the left half-shaft 36, and the third planetary carrier 25 is fixedly connected to the differential housing 31. Power is supplied to the torque-oriented distribution unit via the second ring gear 23, and equal and opposite torques are input to the left half-shaft 36 and the differential housing 31 via the second planetary carrier 22 and the third planetary carrier 25, respectively. Further, assuming T... c -T represents the torque input from the second planetary carrier 22 to the left half-shaft 36; c The torque input from the third planetary carrier 25 to the differential housing 31 is represented by T; the torque acting on the differential housing 31 is T. d =T req The torque of the original differential's left and right half-shafts is T. left =T right =T req / 2; Under the action of the torque-oriented distribution unit, the actual torque of the differential housing 31 is T d_abs =T req -T c The torque of the left half-shaft of the differential is 36 T. left_abs =T d_abs / 2+T c =T req / 2+T c / 2, the torque of the right half-shaft 37 is T right_abs =T d_abs / 2=T req / 2-T c / 2; By applying equal and opposite torques to the left half-shaft 36 and the differential housing 31, the total drive torque remains constant, and the torque is transferred from the right half-shaft 37 to the left half-shaft 36. c / 2, thus achieving directional distribution. The magnitude and direction of the transferred torque are controlled by the drive motor and are related to the motor speed.

[0099] The power drive unit includes an M1 motor 9, an M2 motor 10, an M3 motor 11, a dual clutch 43, a G1 primary gear 15, a G1 secondary gear 16, a G2 primary gear 17, a G2 secondary gear 18, a G3 primary gear 19, a G3 secondary gear 20, a G4 primary gear 27, a G4 secondary gear 28, a G5 primary gear 29, a G5 secondary gear 30, a left half-shaft 36, a right half-shaft 37, and a differential element. The differential element consists of a left sun gear 32, a right sun gear 33, an upper planetary gear 34, a lower planetary gear 35, and a differential housing 31. The upper planetary gear 34 and the lower planetary gear 35 are respectively coupled to the left and right half-shafts. The planetary gear shafts are connected together by a key, and the planetary gear shafts are connected to the differential housing 31 via bearings. The left sun gear 32 is fixedly connected to the left half-shaft 36, and the right sun gear 33 is fixedly connected to the right half-shaft 37. Motor M1 9 is connected to the first-stage gear 29 of G5 and is controlled by motor controller 6, used for driving the vehicle and for brake energy recovery. Motor M2 10 is connected to the first sun gear 12 and is controlled by motor controller 7, used for powering the brake-by-wire unit or torque-directed distribution unit. Motor M3 11 is connected to the first-stage gear 15 of G1 and is controlled by motor controller 8, used for powering the brake-by-wire unit or torque-directed distribution unit. The directional distribution unit supplies power; the dual clutch 43 is connected to the G1 secondary gear 16. The engagement or disengagement of C1 in the dual clutch 43 controls whether the power of the M3 motor 11 is transmitted to the second drive shaft 40, and the engagement or disengagement of C2 in the dual clutch 43 controls whether the power of the M3 motor 11 is transmitted to the third drive shaft 40. Furthermore, when brake B141 is released and brake B242 is engaged, the power of the M2 motor 10 is transmitted to the brake-by-wire unit through the first sun gear 12 and the first planetary carrier 13 to participate in brake-by-wire braking; when brake B141 is released and brake B242 is engaged, and both C1 and C2 in the dual clutch 43 are engaged... When the clutches are engaged, the power of motor M2 10 is transmitted to the torque-directed distribution unit via the second drive shaft 39 and the third rotating shaft 40, participating in torque-directed distribution. Furthermore, when clutch C1 is engaged and clutch C2 is released, brake B141 is released, and brake B242 is released in the dual clutch 43, the power of motor M3 11 is transmitted to the brake-by-wire unit via the second drive shaft 39, participating in braking. When clutch C1 is released and clutch C2 is engaged in the dual clutch 43, the power of motor M3 11 is transmitted to the torque-directed distribution unit via the third drive shaft 40, participating in torque-directed distribution. Furthermore, when clutch C1 is engaged and clutch C2 is released, brake B141 is released, and brake B242 is released in the dual clutch 43, the power of motor M2 11 is transmitted to the brake-by-wire unit via the first sun gear 12 and the first planetary carrier 13, and the power of motor M3 11 is transmitted to the brake-by-wire unit via the second drive shaft 39, both participating in braking.Furthermore, when both C1 and C2 in the dual clutch 43 are engaged, brake B141 is engaged, and brake B242 is released, the power of motor M2 10 is transmitted to the torque-oriented distribution unit through the second drive shaft 39 and the third rotating shaft 40, and the power of motor M3 11 is transmitted to the torque-oriented distribution unit through the third drive shaft 40, both participating in braking; the first drive shaft 38 is connected at one end to the G5 secondary gear 30 and at the other end to the G4 primary gear 27; the second drive shaft 39 is connected at one end to the G3 secondary gear 20 and at the other end to the dual clutch. 43 is connected to the driven disc of C1; the third transmission shaft 40 is loosely fitted on the second transmission shaft 39, one end of which is connected to the first-stage gear 17 of G2, and the other end is connected to the driven disc of C2 in the dual clutch 43; the first-stage gear 15 of G1 is connected to one end of the hollow shaft (located between the rotor of motor 11 of M3 and the first-stage gear 15 of G1), and the other end of the hollow shaft is connected to the rotor of motor 11 of M3. The first-stage gear 15 of G1 meshes with the second-stage gear 16 of G1, with a transmission ratio of i1; the first-stage gear 17 of G2 is fixed on the third transmission shaft 40, and the second-stage gear 18 of G2 meshes with the second gear... Ring 23 is fixedly connected; G2 primary gear 17 meshes with G2 secondary gear 18, with a transmission ratio of i2; G3 primary gear 19 is fixedly connected to the first gear ring 14; G3 secondary gear 20 is fixed on the second transmission shaft 39; G3 primary gear 19 meshes with G3 secondary gear 20, with a transmission ratio of i3; G4 primary gear 27 is fixed on the first transmission shaft 38; G4 secondary gear 28 is fixedly connected to the differential housing 31; G4 primary gear 27 meshes with G4 secondary gear 28, with a transmission ratio of i4; G5 primary gear 29 is connected to motor M1 9. The rotors are connected, and the G5 secondary gear 30 is fixed on the first transmission shaft 38. The G5 primary gear 29 meshes with the G5 secondary gear 30, with a transmission ratio of i5. The characteristic parameter of the first planetary gear mechanism (including the first sun gear 12, the first planet carrier 13, and the first ring gear 14) is k1, the characteristic parameter of the second planetary gear mechanism (including the second sun gear 21, the second planet carrier 22, and the second ring gear 23) is k2, and the characteristic parameter of the third planetary gear mechanism (including the third sun gear 24, the third planet carrier 25, and the third ring gear 26) is k3, and k2 = k3.

[0100] See Figure 11 A control method for a multi-motor linear control braking and drive integrated system, the specific control process of which is as follows:

[0101] Step 1), VCU 1 reads vehicle speed, steering wheel angle, brake pedal 3 signal, and current signal and working status information fed back by the motor;

[0102] Step 2), VCU 1 determines whether the vehicle is turning based on the steering wheel angle signal it reads. If yes, proceed to step 15); otherwise, proceed to step 3).

[0103] Step 3): VCU 1 determines whether the vehicle is braking based on the brake pedal 3 signal it reads. If yes, proceed to step 5); otherwise, proceed to step 4.

[0104] Step 4), enter straight driving mode, and simultaneously enter step 39);

[0105] Step 5), BMS 4 determines whether the battery 5's charge level meets the SOC (State of Charge) requirement. L <SOC<SOC H (where SOC) L Preset battery remaining power warning value, SOC H If the preset battery charging level warning value is met, proceed to step 6); otherwise, proceed to step 8.

[0106] Step 6): VCU 1 calculates the total braking torque demand based on the read vehicle speed and brake pedal 3 signal, and determines whether the regenerative braking force of M1 motor 9 meets the braking demand. If yes, proceed to step 7); otherwise, proceed to step 8.

[0107] Step 7), enter regenerative braking mode, and simultaneously proceed to step 39);

[0108] Step 8): Determine whether motors M2 10 and M3 11 are faulty. If so, proceed to step 10); otherwise, proceed to step 9.

[0109] Step 9), enter the normal braking mode of motors M2 and M3, and simultaneously enter step 39);

[0110] Step 10): Determine if motor 11 of M3 is faulty. If yes, proceed to step 12); otherwise, proceed to step 11.

[0111] Step 11), enter the normal braking mode of the M3 motor, and simultaneously enter step 39);

[0112] Step 12): Determine if motor 10 of M2 is faulty. If yes, proceed to step 14); otherwise, proceed to step 13.

[0113] Step 13), enter the normal braking mode of M2 motor, and simultaneously enter step 39);

[0114] Step 14) Enter failure mode (i.e., electric drive system failure, not working), vehicle alarm, and simultaneously enter step 39);

[0115] Step 15): VCU 1 determines whether the vehicle is braking based on the signal read from brake pedal 3. If yes, proceed to step 16); otherwise, proceed to step 32.

[0116] Step 16), BMS 4 determines whether the capacity of battery 5 meets the SOC requirement.L <SOC<SOC H (where SOC) L Preset battery remaining power warning value, SOC H If the preset battery 5 charging power warning value is met, proceed to step 17); otherwise proceed to step 25.

[0117] Step 17): VCU 1 calculates the total braking torque demand based on the read vehicle speed and brake pedal 3 signal, and determines whether the regenerative braking force of M1 motor 9 meets the braking demand. If yes, proceed to step 18); otherwise, proceed to step 25.

[0118] Step 18): Determine whether motors M2 10 and M3 11 are faulty. If so, proceed to step 20); otherwise, proceed to step 19.

[0119] Step 19) Enter the regenerative braking and M2 and M3 motor torque directional distribution mode, and simultaneously enter step 39);

[0120] Step 20): Determine if motor 11 of M3 is faulty. If yes, proceed to step 22); otherwise, proceed to step 21.

[0121] Step 21), enter the regenerative braking and M3 motor torque directional distribution mode, and simultaneously enter step 39);

[0122] Step 22): Determine if motor 10 of M2 is faulty. If yes, proceed to step 23); otherwise, proceed to step 24.

[0123] Step 23) Enter the regenerative braking and torque-directed distribution failure mode, that is, enter the regenerative braking mode and the torque-directed distribution mode fails, the vehicle alarm is triggered, and step 39) is entered simultaneously.

[0124] Step 24), enter the regenerative braking and M2 motor torque directional distribution mode, and simultaneously enter step 39);

[0125] Step 25): Determine whether motors M2 10 and M3 11 are faulty. If so, proceed to step 27; otherwise, proceed to step 26.

[0126] Step 26), enter the M2 motor conventional braking and M3 motor torque directional distribution mode, and simultaneously enter step 39);

[0127] Step 27): Determine if motor 11 of M3 is faulty. If yes, proceed to step 29; otherwise, proceed to step 28.

[0128] Step 28) Enter the M3 motor's normal braking and torque-directed distribution failure mode, that is, enter the normal braking mode and the torque-directed distribution mode fails, the vehicle alarms, and simultaneously enter step 39).

[0129] Step 29): Determine if motor 10 of M2 is faulty. If yes, proceed to step 31); otherwise, proceed to step 30.

[0130] Step 30) Enter the M2 motor's normal braking and torque-directed distribution failure mode, that is, enter the normal braking mode and the torque-directed distribution mode fails, the vehicle alarms, and simultaneously enter step 39).

[0131] Step 31), enter failure mode, vehicle alarm, and simultaneously proceed to step 39);

[0132] Step 32): Determine whether motors M2 10 and M3 11 are faulty. If so, proceed to step 34); otherwise, proceed to step 33.

[0133] Step 33) Enter the torque orientation distribution mode for motors M2 and M3, and simultaneously proceed to step 39);

[0134] Step 34): Determine if motor 11 of M3 is faulty. If yes, proceed to step 36; otherwise, proceed to step 35.

[0135] Step 35), enter the M3 motor torque orientation distribution mode, and simultaneously enter step 39);

[0136] Step 36): Determine if motor 10 M2 is faulty. If yes, proceed to step 38); otherwise, proceed to step 37.

[0137] Step 37), enter the M2 motor torque orientation distribution mode, and simultaneously enter step 39);

[0138] Step 38), enter failure mode, vehicle alarm, and simultaneously proceed to step 39);

[0139] Step 39) Feedback the motor current signal and operating status to VCU 1 to form a closed-loop control.

[0140] The modes are described below:

[0141] Mode 1), Straight-line driving mode: VCU 1 does not receive vehicle braking and steering signals, thus determining that the vehicle is in straight-line driving mode. At this time, the brake-by-wire unit and torque-directed distribution unit are inactive, M2 motor 10 and M3 motor 11 are disabled, and battery 5 supplies power to M1 motor 9; VCU 1 calculates the vehicle's required torque T based on the real-time vehicle speed v. req Then, based on the gear transmission relationship, calculate the required torque T at terminal 9 of motor M1. m1_obj =T req / (i5·i4). The torque request from motor 9 (M1) is transmitted to motor controller 6 via the CAN bus, controlling motor 9 to drive the vehicle. Power from motor 9 is transmitted to the first drive shaft 38 via gears G5 (first stage 29 and G5 (second stage 30)). The first drive shaft 38 then transmits power to the differential housing 31 via gears G4 (first stage 27 and G4 (second stage 28), causing the differential housing 31 to rotate. The rotation of the differential housing 31 causes the upper planetary gear 34 and lower planetary gear 35 to revolve. Since the vehicle is traveling in a straight line, the left half-shaft 36 and right half-shaft 37 rotate at the same speed, and the upper planetary gear 34 and lower planetary gear 35 do not rotate. During power transmission, the third drive shaft 40 idles and does not transmit power. See also... Figure 2 .

[0142] Mode 2), M2 motor torque-oriented distribution mode. In this mode, M3 motor 11 is disabled, and battery 5 supplies power to M1 motor 9 and M2 motor 10. M1 motor 9 receives a signal from the electronic control unit VCU 1 to drive the vehicle. The power transmission method is the same as in Mode 1. To ensure that the torque on the outer half-shaft of the curve is greater than that on the inner half-shaft of the curve, thereby improving the vehicle's driving maneuverability, see Figure 3(a). When the vehicle turns left, M2 motor 10 receives a signal from VCU 1, drives the rotor to rotate forward, and outputs torque T. m2_obj = k2 / [(k2+1)·k1·i2·i3]·T c At this point, both C1 and C2 in the dual clutch 43 are engaged, brake B141 is engaged, and brake B242 is released. Power is transmitted to the second drive shaft 39 through the first planetary gear mechanism, G3 primary gear 19, and G3 secondary gear 20. The power is then transmitted to the third drive shaft 40 through the dual clutch 43, and then the additional distributed torque T is distributed through G2 primary gear 17, G2 secondary gear 18, the second ring gear 23, the second planetary carrier 22, and the third planetary carrier 25. c The torque transmitted to the left half-shaft 36 and the differential housing 31 is -T. c The torque T experienced by the differential housing 31 from the M2 motor 10 is c The resultant torque on the differential housing 31 is T. d =T req +T c The resultant torque of the differential housing 31 is evenly distributed to the left half-shaft 36 and the right half-shaft 37 through the upper planetary gear 34, lower planetary gear 35, left sun gear 32, and right sun gear 33. At this time, the resultant torque on the left half-shaft 36 is T. left =T d / 2-T c =T req / 2-Tc / 2, the resultant torque on the right half-shaft 37 is T right =T d / 2=T req / 2+T c / 2, due to T eft <T right This facilitates the vehicle's left turn. Referring to Figure 3(b), when the vehicle turns right, motor 10 receives a signal from VCU1, drives the rotor to reverse, and outputs a torque of T. m2_obj =-k2 / [(k2+1)·k1·i2·i3]·T c The power transmission path is the same as when turning left, and the torque received by the left half-shaft 36 from the M2 motor 10 is T. c The torque received by the differential housing 31 from the M2 motor 10 is -T. c The resultant torque on the differential housing 31 is T. d =T req -T c The resultant torque on the left half-shaft 36 is T. left =T d / 2+T c =T req / 2+T c / 2, the resultant torque on the right half-shaft 37 is T right =T d / 2=T req / 2-T c / 2, due to T left >T right This facilitates the vehicle's right turn. In the torque-directed distribution mode of the M2 motor 10, the additional distributed torque output by the M2 motor 10 ensures that the torque on the outer wheel of the curve is greater than that on the inner wheel, thus achieving directional torque distribution.

[0143] Mode 3), M3 motor torque-oriented distribution mode. In this mode, M2 motor 10 is disabled, and battery 5 supplies power to M1 motor 9 and M3 motor 11. M1 motor 9 receives a signal from VCU1 to drive the vehicle. The power transmission method is the same as in Mode 1). Referring to Figure 4(a), when the vehicle turns left, M3 motor 11 receives a signal from VCU1, drives the rotor to reverse, and outputs torque T. m3_obj = -k2 / [(k2+1)·i1·i2]·T cAt this point, C1 in the dual clutch 43 is released and C2 is engaged, brakes B141 and B242 are released, and power is transmitted to the dual clutch 43 through G1 primary gear 15 and G1 secondary gear 16. The power is then transmitted to the third drive shaft 40 through the dual clutch 43, and then the additional distributed torque T is distributed through G2 primary gear 17, G2 secondary gear 18, second ring gear 23, second planetary carrier 22 and third planetary carrier 25. c The torque transmitted to the left half-shaft 36 and the differential housing 31 is -T. c The torque T experienced by the differential housing 31 from the M3 motor 11 is c The resultant torque on the differential housing 31 is T. d =T req +T c The resultant torque of the differential housing 31 is evenly distributed to the left half-shaft 36 and the right half-shaft 37 through the upper planetary gear 34, lower planetary gear 35, left sun gear 32, and right sun gear 33. At this time, the resultant torque on the left half-shaft 36 is T. left =T d / 2-T c =T req / 2-T c / 2, the resultant torque on the right half-shaft 37 is T right =T d / 2=T req / 2+T c / 2, due to T left <T right This facilitates the vehicle's left turn; similarly, referring to Figure 4(b), when the vehicle turns right, the M3 motor 11 receives a signal from the VCU1, drives the rotor to rotate forward, and outputs a torque of T. m3_obj = k2 / [(k2+1)·i1·i2]·T c The power transmission path is the same as when turning left, and the torque received by the left half-shaft 36 from the M3 motor 11 is T. c The torque exerted on the differential housing 31 by the M3 motor 11 is -T c The resultant torque on the differential housing 31 is T. d =T req -T c The resultant torque on the left half-shaft 36 is T. left =T d / 2+T c =T req / 2+T c / 2, the resultant torque on the right half-shaft 37 is T right =T d / 2=T req / 2-T c / 2, due to Tleft >T right This facilitates the vehicle's right turn. In the M3 motor torque-oriented distribution mode, additional distributed torque is output by the M3 motor 11 to achieve directional torque distribution.

[0144] Mode 4), M2 and M3 motor torque-oriented distribution mode. In this mode, battery 5 supplies power to motors M1 9, M2 10, and M3 11. Motor M1 9 receives a signal from VCU1 to drive the vehicle, with the power transmission method referring to Mode 1). Motors M2 10 and M3 11 receive a signal from VCU1 and jointly provide additional distributed torque. Referring to Figure 5(a), at this time, C1 and C2 in the dual clutch 43 are engaged, brake B141 is engaged, and brake B242 is released. The power of motor M2 10 is transmitted to the second drive shaft 39 through the first planetary gear mechanism, G3 first-stage gear 19, and G3 second-stage gear 20. The power is then transmitted to the third drive shaft 40 through the dual clutch 43, and then the additional distributed torque T is distributed through G2 first-stage gear 17, G2 second-stage gear 18, second gear ring 23, second planetary carrier 22, and third planetary carrier 25. c_m2 The power is transmitted to the left half-shaft 36 and differential housing 31; the power of the M3 motor 11 is transmitted to the dual clutch 43 through the G1 primary gear 15 and G1 secondary gear 16, and then to the third drive shaft 40 through the dual clutch 43. The additional distributed torque T is then transmitted through the G2 primary gear 17, G2 secondary gear 18, second ring gear 23, second planetary carrier 22, and third planetary carrier 25. c_m3 The torque T supplied by the M2 motor 10 is transmitted to the left half-shaft 36 and the differential housing 31. c_m2 The distributed torque T provided by the M3 motor 11 c_m3 The sum equals the total demand-distributed torque T. c That is, T c_m2 +T c_m3 =T c Based on the power transmission relationship, the required torque at terminal 10 of motor M2 is T. m2_obj = k2 / [(k2+1)·k1·i2·i3]·T c_m2 The required torque at terminal 11 of the M3 motor is T. m3_obj = -k2 / [(k2+1)·i1·i2]·T c_m3 The rotational speed of motor 10 (M2) is n. _m2 The rotational speed of motor 11 in M3 is n _m3 The speed relationship between motor M2 10 and motor M3 11 satisfies n _m2 / (k1·i3)=n _m3 / i1, VCU1 obtains the motor efficiency by two-dimensional interpolation of the motor efficiency map. For the efficiency query function, calculate the total power consumption of motors M2 (10) and M3 (11). Based on the principle of minimum value, the required distributed torque for motors M2 10 and M3 11 under minimum power consumption is obtained. VCU1 transmits the required torque information to the motor controller via the CAN bus, controlling the output torque T of motors M2 10 and M3 11. m2_obj T m3_obj When the vehicle makes a left turn, motor M2 10 drives the rotor to rotate forward, while motor M3 11 drives the rotor to rotate in reverse. Motors M2 10 and M3 11 provide a total additional distributed torque T. c The torque distributed to the left half-shaft 36 is -T, which is transmitted to the left half-shaft 36 and the differential housing 31. c The distributed torque on the differential housing 31 is T. c This allows the torque from the left half-shaft 36 to the right half-shaft 37, facilitating left turns. Similarly, referring to Figure 5(b), when the vehicle turns right, motor 10 drives the rotor to rotate in reverse, while motor 11 drives the rotor to rotate in the forward direction. Motors 10 and 11 provide a total additional distributed torque T. c The torque distributed to the left half-shaft 36 is T, which is transmitted to the left half-shaft 36 and the differential housing 31. c The distributed torque on the differential housing 31 is -T c This allows the torque of the right half-shaft 37 to be transferred to the left half-shaft 36, which is beneficial for the vehicle to turn right. In the torque-oriented distribution mode of M2 and M3 motors, by coordinating the torque requirements of M2 motor 10 and M3 motor 11, they are made to work in the high-power range, which not only achieves the directional distribution of torque but also improves the economy of the system.

[0145] Mode 5), M2 motor's normal braking mode, see [link / reference] Figure 6 In this mode, M1 motor 9 and M3 motor 11 are disabled. Battery 5 supplies power to M2 motor 10. VCU1 calculates the hydraulic braking torque request based on the pedal travel signal and vehicle parameters, and transmits it to motor M2 controller 7 via CAN to drive M2 motor 10 to build pressure for brake master cylinder 46. VCU1 calculates the braking torque request T at the input end of worm gear mechanism 44 based on the pressure request of brake master cylinder 46. obj_braking Based on the maximum permissible braking torque fed back by the motor M2 controller 7, the braking torque T requested by the M2 motor 10 is calculated. m2_obj =T obj_braking / (k1+1), and transmits the data to the M2 motor 10 via CAN for execution. At this time, C1 and C2 in the dual clutch 43 are released, brake B141 is released, and brake B242 is engaged. Power is transmitted to the master brake cylinder 46 through the first sun gear 12, the first planetary carrier 13, the worm gear mechanism 44, and the gear and rack mechanism 45. The master brake cylinder 46 transmits the braking pressure to the brake valve group 47 through the brake line, thereby controlling the brake caliper 48 to brake the wheel 49.

[0146] Mode 6), M3 motor's normal braking mode, see [link / reference] Figure 7 In this mode, motors M1 (9) and M2 (10) are disabled. Battery 5 supplies power to motor M3 (11). The electronic control unit (VCU1) calculates the hydraulic braking torque request based on the pedal travel signal and vehicle parameters, and transmits it to motor M3 controller 8 via CAN to drive motor M3 (11) to build pressure for master cylinder 46. VCU1 calculates the braking torque request T at the input of worm gear mechanism 44 based on the pressure request of master cylinder 46. obj_braking Based on the maximum permissible braking torque fed back by the motor M3 controller 8, the braking torque T requested by the M3 motor 11 is calculated. m3_obj =T obj_braking The power is transmitted via CAN to the M3 motor 11 for execution. At this time, C1 engages and C2 disengages in the dual clutch 43, and brakes B141 and B242 disengage. Power is transmitted to the second drive shaft 39 via the G1 primary gear 15, G1 secondary gear 16, and dual clutch 43. The power is then transmitted to the master brake cylinder 46 via the second drive shaft 39, G3 secondary gear 20, G3 primary gear 19, first gear ring 14, first planetary carrier 13, worm gear mechanism 44, and gear and rack mechanism 45. The master brake cylinder 46 transfers the braking pressure to the brake valve assembly 47 through the brake lines, thereby controlling the brake caliper 48 to brake the wheel 49. During the power transmission process, the first sun gear 12 and the rotor of the M2 motor 10 idle, without transmitting power.

[0147] Mode 7), the normal braking mode for M2 and M3 motors, see [link / reference]. Figure 8 In this mode, motor 9 (M1) is disabled, battery 5 supplies power to motors 10 (M2) and 11 (M3). VCU1 calculates the hydraulic braking torque request based on the pedal travel signal and vehicle parameters, and transmits it via CAN to motor controllers 7 (M2) and 8 (M3), driving motors 10 (M2) and 11 (M3) to build pressure for master cylinder 46. VCU1 also calculates the braking torque request T at the input of worm gear mechanism 44 based on the pressure request of master cylinder 46 and vehicle parameters. obj_braking And the required rotational speed n obj_brakingBased on the maximum permissible braking torque fed back by motor controllers 7 (M2) and 8 (M3), the braking torque T requested by motors 10 (M2) and 11 (M3) is calculated respectively. m2_obj T m3_obj Total braking torque required T obj_braking The braking torque T is applied by motors M210 and M311. m2_obj T m3_obj satisfy The rotational speed of motor 10 of M2 is n _m2 The rotational speed of motor 11 in M3 is n _m3 The speeds of motors M2 (10) and M3 (11) and the speed at the input end of the worm gear mechanism 44 satisfy the following relationship: n _m2 +k1·i3·n _m3 / i1=(k1+1)·n obj_braking VCU1 obtains motor efficiency by two-dimensional interpolation of the motor efficiency map. For the efficiency query function, calculate the total power consumption of motors M2 (10) and M3 (11). Based on the principle of minimum value, the braking torque required by motors M2 10 and M3 11 under minimum power consumption is obtained. Then, the required torque signal is transmitted to the motor controller via CAN communication to drive motors M2 10 and M3 11 to output torque T. m2_obj T m3_obj At this point, C1 engages and C2 disengages in the dual clutch 43, and brakes B141 and B242 disengage. Power from motor 11 is transmitted to the second drive shaft 39 via gears G1 (first stage), G1 (second stage), and the dual clutch 43. This power is then coupled with the power from motor 10 via the second drive shaft 39, the first gear ring 14, and the first planetary carrier 13. Finally, it is transmitted to the master brake cylinder 46 via the worm gear mechanism 44 and the rack and pinion mechanism 45. The master brake cylinder 46 then transfers the braking pressure to the brake valve assembly 47 through the brake lines, thereby controlling the brake caliper 48 to brake the wheels 49. In this mode, by coordinating the braking torque of motors 10 and 11, they operate in a high-power range, which is beneficial for energy saving.

[0148] Mode 8), M2 motor conventional braking and M3 motor torque-directed distribution mode, M1 motor 9 is in an inactive state, battery 5 supplies power to M2 motor 10 and M3 motor 11, VCU1 calculates the hydraulic braking torque request based on the pedal travel signal and vehicle parameters, and transmits it to motor M2 controller 7 via CAN, driving motor M2 10 to build pressure for brake master cylinder 46; VCU1, based on vehicle driving information (see Figure 9(a)), when the vehicle turns left, transmits it to motor M3 controller 8 via CAN, drives the rotor to reverse and outputs torque T. m3_obj= -k2 / [(k2+1)·i1·i2]·T c Referring to Figure 9(b), when the vehicle turns right, the M3 motor 11 receives a signal from the electronic control unit VCU1, drives the rotor to rotate forward, and outputs a torque of T. m3_obj =k2 / [(k2+1)·i1·i2]T c At this time, C1 in the dual clutch 43 is released and C2 is engaged, brake B141 is released and brake B242 is engaged; the power of motor M2 10 is transmitted to brake master cylinder 46 through first sun gear 12, first planetary carrier 13, worm gear mechanism 44, and gear rack mechanism 45. Brake master cylinder 46 transfers braking pressure to brake valve assembly 47 through brake lines, thereby controlling brake caliper 48 to brake wheel 49. The power of motor M3 11 is transmitted to dual clutch 43 through G1 first stage gear 15 and G1 second stage gear 16. The power is then transmitted to third drive shaft 40 through dual clutch 43, and then the additional torque T is distributed through G2 first stage gear 17, G2 second stage gear 18, second ring gear 23, second planetary carrier 22 and third planetary carrier 25. c The torque is transmitted to the left half-shaft 36 and the differential housing 31, thereby ensuring that the torque on the outer wheel of the curve is greater than the torque on the inner wheel. This mode is suitable for simultaneous braking and torque-directed distribution.

[0149] Mode 9), regenerative braking mode, see Figure 10 VCU1 receives the brake pedal signal and detects the SOC value of battery 5. If the SOC... L <SOC<SOC H (SOC H (For the preset battery 5 charging level warning value), VCU1 sends a regenerative braking request to motor M1 controller 6 via CAN, driving M1 motor 9 to generate electricity. The power is transmitted to the differential housing 31 through the left half-shaft 36 and right half-shaft 37, then to the first drive shaft 38 through G4 secondary gear 28 and G4 primary gear 27, and finally to M1 motor 9 through G5 secondary gear 30 and G5 primary gear 29. M1 motor 9 is in the generating state, recovering kinetic energy and converting it into electrical energy stored in battery 5. If SOC ≥ SOC H If battery 5 is determined to be fully charged, then regenerative braking will not be performed.

[0150] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "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 the invention. 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.

[0151] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A multi-motor wire-controlled braking and drive integrated system, characterized in that, It includes an electronic control unit, a brake-by-wire unit, a torque-directed distribution unit, and a power drive unit; The brake-by-wire unit includes a first sun gear (12), a first planetary carrier (13), a first ring gear (14), a brake B1 (41), a brake B2 (42), a worm gear mechanism (44), a gear and rack mechanism (45), a master cylinder (46), a brake valve assembly (47), and a brake caliper (48). The first sun gear (12), the first planetary carrier (13), and the first ring gear (14) form a first planetary gear mechanism. The worm in the worm gear mechanism (44) and the gear in the gear and rack mechanism (45) are fixedly connected. The gear and rack mechanism (45) is connected to the master cylinder (46). The master cylinder (46), the brake valve assembly (47), and the brake caliper (48) are connected through an oil circuit. The brake caliper (48) is mounted on the wheel (49). The brake B1 (41) is connected to the first planetary carrier (13), and the brake B2 (42) is connected to the first ring gear (14). The torque-oriented distribution unit includes a dual planetary gear set with the same characteristic parameters; The power drive unit includes an M1 motor (9), an M2 motor (10), an M3 motor (11), a dual clutch (43), a G1 primary gear (15), a G1 secondary gear (16), a G2 primary gear (17), a G2 secondary gear (18), a G3 primary gear (19), a G3 secondary gear (20), a G4 primary gear (27), a G4 secondary gear (28), a G5 primary gear (29), a G5 secondary gear (30), and a differential element. The M2 motor (10) is connected to the first sun gear (12), and the M3 motor (11) is connected to the G1 primary gear (15). The G1 primary gear (15) is connected to one end of a hollow shaft, and the other end of the hollow shaft is connected to the rotor of the M3 motor (11). The G1 primary gear (15) meshes with the G1 secondary gear (16). The G2 primary gear (17) is fixed to one end of the third transmission shaft (40), and the G2 secondary gear (18) meshes with the second gear ring (23). The first gear (17) of G2 is fixedly connected to the second gear (18) of G2; the other end of the third transmission shaft (40) is connected to the driven disc of C2 in the dual clutch (43); the first gear (19) of G3 is fixedly connected to the first gear ring (14); the second gear (20) of G3 is fixed to one end of the second transmission shaft (39); the first gear (19) of G3 and the second gear (20) of G3 mesh; the other end of the second transmission shaft (39) is connected to the driven disc of C2 in the dual clutch (43). The driven disc of 1 is connected; the first gear (27) of G4 is fixed at the other end of the first transmission shaft (38), the second gear (28) of G4 is fixedly connected to the differential housing (31), and the first gear (27) of G4 meshes with the second gear (28) of G4; the first gear (29) of G5 is connected to the rotor of the motor (9) of M1, the second gear (30) of G5 is fixed at one end of the first transmission shaft (38), and the first gear (29) of G5 meshes with the second gear (30) of G5; The controllers of motors M1 (9), M2 (10) and M3 (11) are controlled by electronic control units.

2. The multi-motor wire-controlled braking and drive integrated system according to claim 1, characterized in that, The dual planetary gear set with the same characteristic parameters includes a second sun gear (21), a second planetary carrier (22), a second ring gear (23), a third sun gear (24), a third planetary carrier (25), and a third ring gear (26). The second sun gear (21), the second planetary carrier (22), and the second ring gear (23) constitute a second planetary gear mechanism, and the third sun gear (24), the third planetary carrier (25), and the third ring gear (26) constitute a third planetary gear mechanism. The second sun gear (21) and the third sun gear (24) are loosely fitted on the left half shaft (36) and fixedly connected to each other. The third ring gear (26) is fixedly connected to the drive axle housing. The second planetary carrier (22) is fixedly connected to the left half shaft (36), and the third planetary carrier (25) is fixedly connected to the differential housing (31).

3. A control method for a multi-motor linear control braking and drive integrated system according to any one of claims 1-2, characterized in that: Step (1): VCU (1) reads vehicle speed, steering wheel angle, brake pedal signal, and motor current signal and operating status information; Step (2): VCU (1) determines whether the vehicle is turning based on the steering wheel angle signal. If yes, proceed to step (15); otherwise, proceed to step (3). Step (3): VCU (1) determines whether the vehicle is braking based on the brake pedal signal. If yes, proceed to step (5); otherwise, proceed to step (4). Step (4), enter straight driving mode, and simultaneously enter step (39); Step (5): BMS (4) determines whether the battery (5) has the required SOC. L <SOC<SOC H If yes, proceed to step (6); otherwise, proceed to step (8); where SOC L Preset battery (5) remaining power warning value, SOC H The preset battery (5) charging power warning value; Step (6): VCU (1) calculates the total braking torque demand based on the vehicle speed and brake pedal signal, and determines whether the regenerative braking force of M1 motor (9) meets the braking demand. If yes, proceed to step (7); otherwise, proceed to step (8). Step (7) enters regenerative braking mode and simultaneously enters step (39); Step (8): Determine whether motors M2 (10) and M3 (11) are faulty. If so, proceed to step (10); otherwise, proceed to step (9). Step (9) enters the normal braking mode of motors M2 and M3, and simultaneously enters step (39); Step (10): Determine if the M3 motor (11) is faulty. If yes, proceed to step (12); otherwise, proceed to step (11). Step (11) enters the normal braking mode of the M3 motor and simultaneously enters step (39); Step (12): Determine whether the M2 motor (10) is faulty. If yes, proceed to step (14); otherwise, proceed to step (13). Step (13) enters the normal braking mode of the M2 motor and simultaneously enters step (39); Step (14): Enter failure mode, vehicle alarm, and simultaneously enter step (39); Step (15): VCU (1) determines whether the vehicle is braking based on the brake pedal signal. If yes, proceed to step (16); otherwise, proceed to step (32). Step (16), BMS (4) determines whether the battery (5) capacity meets the SOC requirement. L <SOC<SOC H If yes, proceed to step (17); otherwise, proceed to step (25). Step (17): VCU (1) calculates the total braking torque demand based on the vehicle speed and brake pedal signal, and determines whether the regenerative braking force of M1 motor (9) meets the braking demand. If yes, proceed to step (18); otherwise, proceed to step (25). Step (18): Determine whether motors M2 (10) and M3 (11) are faulty. If so, proceed to step (20); otherwise, proceed to step (19). Step (19) enters the regenerative braking and M2 and M3 motor torque orientation distribution mode, and simultaneously enters step (39); Step (20): Determine if the M3 motor (11) is faulty. If yes, proceed to step (22); otherwise, proceed to step (21). Step (21) enters the regenerative braking and M3 motor torque orientation distribution mode, and simultaneously enters step (39); Step (22): Determine whether the M2 motor (10) is faulty. If yes, proceed to step (23); otherwise, proceed to step (24). Step (23) enters regenerative braking mode, and torque directional distribution mode fails, vehicle alarm is triggered, and step (39) is entered simultaneously; Step (24) enters the regenerative braking and M2 motor torque orientation distribution mode, and simultaneously enters step (39); Step (25): Determine whether motors M2 (10) and M3 (11) are faulty. If so, proceed to step (27); otherwise, proceed to step (26). Step (26) enters the M2 motor conventional braking and M3 motor torque directional distribution mode, and simultaneously enters step (39); Step (27): Determine whether the M3 motor (11) is faulty. If yes, proceed to step (29); otherwise, proceed to step (28). Step (28) enters the normal braking mode of M3 motor, and the torque directional distribution mode fails, the vehicle alarm is triggered, and step (39) is entered simultaneously. Step (29): Determine whether the M2 motor (10) is faulty. If yes, proceed to step (31); otherwise, proceed to step (30). Step (30): Enter the normal braking mode of M2 motor, and the torque directional distribution mode fails, the vehicle alarm is triggered, and step (39) is entered simultaneously. Step (31): Enter failure mode, vehicle alarm, and simultaneously enter step (39); Step (32): Determine whether motors M2 (10) and M3 (11) are faulty. If so, proceed to step (34); otherwise, proceed to step (33). Step (33) enters the torque orientation distribution mode of motors M2 and M3, and simultaneously enters step (39); Step (34): Determine whether the M3 motor (11) is faulty. If yes, proceed to step (36); otherwise, proceed to step (35). Step (35) enters the M3 motor torque orientation distribution mode, and simultaneously enters step (39); Step (36): Determine whether the M2 motor (10) is faulty. If yes, proceed to step (38); otherwise, proceed to step (37). Step (37) enters the torque orientation distribution mode of motor M2, and simultaneously enters step (39); Step (38): Enter failure mode, vehicle alarm, and simultaneously enter step (39); Step (39) feeds back the motor current signal and operating status to VCU (1).

4. The control method according to claim 3, characterized in that, The torque-oriented distribution mode of the M2 motor is as follows: When the vehicle turns left, the M2 motor (10) drives the rotor to rotate forward and outputs torque; at this time, the dual clutch (43) engages, the brake B1 (41) engages, and the brake B2 (42) releases. The power is transmitted to the second drive shaft (39) through the first planetary gear mechanism, the first stage gear (19) of G3, and the second stage gear (20) of G3. The power is then transmitted to the third drive shaft (40) through the dual clutch (43), and then the additional distributed torque T is distributed through the first stage gear (17) of G2, the second stage gear (18) of G2, the second gear ring (23), the second planetary carrier (22), and the third planetary carrier (25). c The torque is transmitted to the left half-shaft (36) and the differential housing (31); at this time, the resultant torque on the left half-shaft (36) is T. left =T req / 2-T c / 2, the resultant torque on the right half-shaft (37) is T right =T req / 2+T c / 2, due to T eft <T right This facilitates vehicles making left turns; among which T req This is the torque required by the vehicle. When the vehicle turns right, the M2 motor (10) drives the rotor to reverse and outputs torque, and the power transmission path is the same as when turning left; at this time, the resultant torque on the left half-shaft (36) is T. left =T req / 2+T c / 2, the resultant torque on the right half-shaft (37) is T right =T req / 2-T c / 2, due to T left >T right This makes it easier for vehicles to make right turns; In the torque-oriented distribution mode of the M2 motor, the additional distribution torque is output by the M2 motor (10) to achieve the directional distribution of torque.

5. The control method according to claim 3, characterized in that, The torque-oriented distribution mode of the M3 motor is as follows: When the vehicle turns left, the M3 motor (11) drives the rotor to reverse and outputs torque; at this time, C1 in the dual clutch (43) is released and C2 is engaged, brakes B1 (41) and B2 (42) are released, and power is transmitted to the dual clutch (43) through the G1 first-stage gear (15) and G1 second-stage gear (16), and then the power is transmitted to the third drive shaft (40) through the dual clutch (43), and then the additional distributed torque T is distributed through the G2 first-stage gear (17), G2 second-stage gear (18), second gear ring (23), second planetary carrier (22) and third planetary carrier (25). c The torque is transmitted to the left half-shaft (36) and the differential housing (31); at this time, the resultant torque on the left half-shaft (36) is T. left =T req / 2-T c / 2, the resultant torque on the right half-shaft (37) is T right =T req / 2+T c / 2, due to T left <T right This makes it easier for vehicles to make left turns; When the vehicle turns right, the M3 motor (11) drives the rotor to rotate forward and outputs torque. The power transmission path is the same as when turning left. The resultant torque on the left half-shaft (36) is T. left =T req / 2+T c / 2, the resultant torque on the right half-shaft (37) is T right =T req / 2-T c / 2, due to T left >T right This makes it easier for vehicles to make right turns; In the torque-oriented distribution mode of the M3 motor, the additional distribution torque is output by the M3 motor (11) to achieve the directional distribution of torque.

6. The control method according to claim 3, characterized in that, The torque-oriented distribution mode of motors M2 and M3 is as follows: M2 motor (10) and M3 motor (11) jointly provide additional distributed torque. At this time, C1 and C2 in the dual clutch (43) are engaged, brake B1 (41) is engaged, and brake B2 (42) is released. The power of M2 motor (10) is transmitted to the second drive shaft (39) through the first planetary gear mechanism, G3 first-stage gear (19), and G3 second-stage gear (20). The power is then transmitted to the third drive shaft (40) through the dual clutch (43), and then the additional distributed torque T is distributed through G2 first-stage gear (17), G2 second-stage gear (18), second gear ring (23), second planetary carrier (22), and third planetary carrier (25). c_m2 The power is transmitted to the left half-shaft (36) and differential housing (31); the power of the M3 motor (11) is transmitted to the dual clutch (43) through the G1 first-stage gear (15) and G1 second-stage gear (16), and the power is then transmitted to the third drive shaft (40) through the dual clutch (43), and then the additional distributed torque T is distributed through the G2 first-stage gear (17), G2 second-stage gear (18), second gear ring (23), second planetary carrier (22) and third planetary carrier (25). c_m3 Transmitted to the left half-shaft (36) and differential housing (31); The distributed torque T provided by the M2 motor (10) c_m2 The distributed torque T provided by the M3 motor (11) c_m3 The sum equals the total demand-distributed torque T. c That is, T c_m2 +T c_m3 =T c ; When the vehicle turns left, motor M2 (10) drives the rotor to rotate forward, and motor M3 (11) drives the rotor to rotate in reverse. Motors M2 (10) and M3 (11) provide the total demand-distributed torque T. c The torque distributed to the left half-shaft (36) is -T, which is transmitted to the left half-shaft (36) and the differential housing (31). c The distributed torque on the differential housing (31) is T c This allows the torque of the left half-shaft (36) to be transferred to the right half-shaft (37), which is beneficial for the vehicle to turn left. When the vehicle turns right, motor M2 (10) drives the rotor to rotate in reverse, and motor M3 (11) drives the rotor to rotate in the forward direction. Motors M2 (10) and M3 (11) provide a total additional distributed torque T. c The torque distributed to the left half-shaft (36) is T, which is transmitted to the left half-shaft (36) and the differential housing (31). c The distributed torque on the differential housing (31) is -T c This allows the torque of the right half-shaft (37) to be transferred to the left half-shaft (36), which is beneficial for the vehicle to turn right. In the torque-oriented distribution mode of M2 and M3 motors, the torque is oriented by coordinating the required torque of M2 motor (10) and M3 motor (11).

7. The control method according to claim 3, characterized in that, The conventional braking mode of the M2 motor is: VCU(1) calculates the braking torque requested by the M2 motor(10) based on the maximum permissible braking torque and transmits it to the M2 motor(10) for execution. At this time, C1 and C2 in the dual clutch(43) are released, brake B1(41) is released and brake B2(42) is engaged. Power is transmitted to the master cylinder (46) through the first sun gear (12), the first planetary carrier (13), the worm gear mechanism (44), and the gear and rack mechanism (45). The master cylinder (46) transmits the braking pressure to the brake valve group (47), thereby controlling the brake caliper (48) to brake the wheel (49).

8. The control method according to claim 3, characterized in that, The conventional braking mode of the M3 motor is: VCU(1) calculates the braking torque requested by the M3 motor(11) based on the maximum permissible braking torque and transmits it to the M3 motor(11) for execution. At this time, C1 in the dual clutch(43) is engaged and C2 is released, and brakes B1(41) and B2(42) are released. The power is transmitted to the second drive shaft(39) through the first gear (15) of G1, the second gear (16) of G1 and the dual clutch(43). The power is then transmitted to the master cylinder (46) through the second drive shaft (39), the second gear (20) of G3, the first gear (19) of G3, the first gear ring (14), the first planetary carrier (13), the worm gear mechanism (44), and the gear rack mechanism (45). The master cylinder (46) transfers the braking pressure to the brake valve group (47), thereby controlling the brake caliper (48) to brake the wheel (49).

9. The control method according to claim 3, characterized in that, The conventional braking mode for motors M2 and M3 is as follows: VCU(1) calculates the braking torque requested by motors M2 (10) and M3 (11) based on the maximum permissible braking torque feedback, and drives motors M2 (10) and M3 (11) to perform the braking. At this time, C1 engages and C2 disengages in the dual clutch (43), brakes B1 (41) and B2 (42) disengage, and the power of motor M3 (11) is transmitted to the second drive shaft (39) through the first-stage gear G1 (15), the second-stage gear G1 (16), and the dual clutch (43). The force is then coupled to the power of the M2 motor (10) through the second transmission shaft (39), the first gear ring (14), the first planetary carrier (13), and then transmitted to the brake master cylinder (46) through the worm gear mechanism (44) and the gear rack mechanism (45). The brake master cylinder (46) transfers the braking pressure to the brake valve assembly (47), thereby controlling the brake caliper (48) to brake the wheel (49). In this mode, the braking torque of the M2 motor (10) and the M3 motor (11) is coordinated to make them work in the high power range.

10. The control method according to claim 3, characterized in that, The conventional braking mode of the M2 motor and the torque-oriented distribution mode of the M3 motor are as follows: When the vehicle turns left, the M3 motor (11) drives the rotor to reverse and outputs torque; When the vehicle turns right, the M3 motor (11) drives the rotor to rotate forward and outputs torque; at this time, C1 in the dual clutch (43) is released and C2 is engaged, the brake B1 (41) is released and the brake B2 (42) is engaged; the power of the M2 motor (10) is transmitted to the brake master cylinder (46) through the first sun gear (12), the first planetary carrier (13), the worm gear mechanism (44), and the gear rack mechanism (45), and the brake master cylinder (46) transfers the braking pressure to the brake valve assembly (47), and then controls the brake caliper (48) to brake the wheel (49); the power of the M3 motor (11) is transmitted to the dual clutch (43) through the G1 first gear (15) and the G1 second gear (16), and the power is then transmitted to the third drive shaft (40) through the dual clutch (43), and then the total additional torque T is distributed through the G2 first gear (17), the G2 second gear (18), the second gear ring (23), the second planetary carrier (22) and the third planetary carrier (25). c The torque is transmitted to the left half-shaft (36) and the differential housing (31) so that the torque on the outer wheel of the curve is greater than the torque on the inner wheel of the curve.

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