Vehicle control method and device, controller, vehicle and storage medium

Abstract

The invention relates to a vehicle control method and device, a controller, a vehicle and a storage medium. The vehicle comprises a main driving motor and two auxiliary motors, and the main driving motor is a double-output-shaft motor; each transmission mechanism comprises a planet wheel set, and each planet wheel set comprises two driving components and a driven component which are coupled with each other; wherein the two ends of the main driving motor are in transmission connection with one driving component of the corresponding planet wheel set respectively, and the two auxiliary motors are in transmission connection with the other driving component of the corresponding planet wheel set respectively, so that the two driven components drive wheels on the left side and the right side of the vehicle respectively; the method comprises the steps of obtaining a required torque difference of wheels on the left and right sides; and based on the demand torque difference, the output torque of the main driving motor and the output torque of the two auxiliary motors are controlled, so that the torque obtained by the wheels on the left side and the right side meets the demand torque difference. By adopting the method, active and accurate torque distribution of left and right wheels can be realized.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, device, controller, vehicle, and storage medium. Background Technology

[0002] With the development of vehicle control technology, increasingly higher requirements are being placed on wheel torque distribution to meet different driving modes.

[0003] In related technologies, the torque of the left and right wheels on the same axle of a vehicle, whether it is front-wheel drive, rear-wheel drive or four-wheel drive, is usually distributed by a mechanical differential. The torque distribution ratio passively depends on the wheel speed difference and cannot be actively and precisely adjusted according to the driving conditions.

[0004] Therefore, a vehicle control method is needed that can actively achieve torque vectoring distribution. Summary of the Invention

[0005] Therefore, it is necessary to provide a vehicle control method, device, controller, vehicle, and storage medium that can achieve active and precise torque distribution to address the aforementioned technical problems.

[0006] In a first aspect, this application provides a method for controlling a vehicle, the vehicle comprising:

[0007] The system includes a main drive motor and two auxiliary motors, wherein the main drive motor is a dual-output-shaft motor.

[0008] Two transmission mechanisms, each of which includes a planetary gear set, and each planetary gear set includes two driving components and one driven component coupled to each other;

[0009] The two ends of the main drive motor are respectively connected to the corresponding planetary gear set and the active component, and the two auxiliary motors are respectively connected to the other active component in the corresponding planetary gear set, so that the two driven components drive one wheel on the left and right sides of the vehicle respectively.

[0010] The method includes:

[0011] Obtain the required torque difference between the left and right wheels;

[0012] Based on the required torque difference, the output torque of the main drive motor and the two auxiliary motors is controlled so that the torque obtained by the left and right wheels meets the required torque difference.

[0013] In one embodiment, controlling the output torque of the main drive motor and the two auxiliary motors based on the required torque difference includes:

[0014] Based on the required torque difference, the required torque corresponding to each of the left and right wheels is determined.

[0015] Based on the required torque of each of the left and right wheels, the target torque of each of the main drive motor and the two auxiliary motors is determined.

[0016] The output torque of the main drive motor and the two auxiliary motors is controlled according to their respective target torques.

[0017] In one embodiment, controlling the output torque of the main drive motor and the two auxiliary motors according to their respective target torques includes:

[0018] Based on the target torque of the main drive motor and the two auxiliary motors, the output torque of the main drive motor and the two auxiliary motors is controlled by a closed-loop control algorithm.

[0019] In one embodiment, controlling the output torque of the main drive motor and the two auxiliary motors respectively through a closed-loop control algorithm based on the target torque of each of the main drive motor and the two auxiliary motors includes:

[0020] Obtain the real-time output torque of the main drive motor and the two auxiliary motors respectively;

[0021] The output torque of the main drive motor and the two auxiliary motors is controlled so that the real-time output torque of the main drive motor approaches the target torque of the main drive motor, and the real-time output torque of the two auxiliary motors approaches the target torque of the two auxiliary motors respectively.

[0022] In one embodiment, determining the required torque for each of the left and right wheels based on the required torque difference includes:

[0023] Obtain the total required torque;

[0024] Based on the total required torque and the difference in required torque, the required torque corresponding to each of the left and right wheels is determined.

[0025] In one embodiment, obtaining the required torque difference between the left and right wheels includes:

[0026] Obtain the vehicle status information and determine the required torque difference between the left and right wheels based on the vehicle status information.

[0027] In one embodiment, determining the required torque difference between the left and right wheels based on the vehicle state information includes at least one of the following:

[0028] When the vehicle status information indicates that the vehicle is in a straight-line driving scenario, the required torque difference between the left and right wheels is determined to be 0.

[0029] When the vehicle status information indicates that the vehicle is not in a straight-line driving scenario, the required torque difference between the left and right wheels is determined based on the vehicle status information.

[0030] In one embodiment, the method further includes:

[0031] When the vehicle is in the target operating mode, obtain the preset torque pair corresponding to the target operating mode; the torque pair includes the required torque of each of the left and right wheels;

[0032] Based on the torque pair, the output torque of the main drive motor and the two auxiliary motors is controlled so that the torque obtained by the left and right wheels is adapted to the target working condition mode.

[0033] Secondly, this application also provides a vehicle control device, the vehicle comprising:

[0034] The system includes a main drive motor and two auxiliary motors, wherein the main drive motor is a dual-output-shaft motor.

[0035] Two transmission mechanisms, each of which includes a planetary gear set, and each planetary gear set includes two driving components and one driven component coupled to each other;

[0036] The two ends of the main drive motor are respectively connected to the corresponding planetary gear set and the active component, and the two auxiliary motors are respectively connected to the other active component in the corresponding planetary gear set, so that the two driven components drive one wheel on the left and right sides of the vehicle respectively.

[0037] The device includes:

[0038] The acquisition module is used to acquire the required torque difference between the left and right wheels;

[0039] The output module is used to control the output torque of the main drive motor and the two auxiliary motors based on the required torque difference, so that the torque obtained by the left and right wheels meets the required torque difference.

[0040] Thirdly, this application also provides a controller, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the above-described method.

[0041] Fourthly, this application also provides a vehicle, said vehicle comprising:

[0042] The system includes a main drive motor and two auxiliary motors, wherein the main drive motor is a dual-output-shaft motor.

[0043] Two transmission mechanisms, each of which includes a planetary gear set, and each planetary gear set includes two driving components and one driven component coupled to each other;

[0044] The two ends of the main drive motor are respectively connected to the corresponding planetary gear set and the active component, and the two auxiliary motors are respectively connected to the other active component in the corresponding planetary gear set, so that the two driven components drive one wheel on the left and right sides of the vehicle respectively.

[0045] A controller is used to implement the steps of the above method.

[0046] Fifthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described method.

[0047] Sixthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described method.

[0048] The aforementioned vehicle control method, device, controller, vehicle, and storage medium configure the main drive motor as a dual-output shaft motor. This allows the two ends of the main drive motor to be connected to the active components of two transmission mechanisms, respectively. Simultaneously, two auxiliary motors are connected to the active components of the two transmission structures, respectively. Based on the dual-output shaft motor, the torque distributed to the wheels can be controlled by the torque output of the auxiliary motors and the main drive motor, with different wheels corresponding to different auxiliary motors. Thus, by changing the output torque of the two auxiliary motors, the torque distributed to the left and right wheels of the vehicle can be altered. Therefore, during vehicle control, by acquiring the required torque difference between the left and right wheels, and based on this difference, the output torque of the main drive motor and the two auxiliary motors is controlled. The difference in output torque between the two auxiliary motors allows for the distribution of different torques to the left and right wheels to meet the required torque difference, achieving active and precise torque distribution to the two wheels using a single main drive motor. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a schematic diagram of the structure of a vehicle drive system in one embodiment;

[0051] Figure 2 This is a flowchart illustrating a vehicle control method in one embodiment;

[0052] Figure 3 This is a flowchart illustrating step 202 in one embodiment;

[0053] Figure 4 This is a schematic diagram of an application scenario in one embodiment;

[0054] Figure 5 This is a structural block diagram of the vehicle control device in one embodiment;

[0055] Figure 6 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0056] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0057] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0058] In some exemplary embodiments, the vehicle control method provided in this application can be applied to a vehicle, which includes: a main drive motor and two auxiliary motors, the main drive motor being a dual-output-shaft motor; two transmission mechanisms, each transmission mechanism including a planetary gear set, each planetary gear set including two active components and one driven component coupled to each other; wherein, the two ends of the main drive motor are respectively connected to an active component of the corresponding planetary gear set, and the two auxiliary motors are respectively connected to another active component in the corresponding planetary gear set, so that the two driven components drive one wheel on the left and right sides of the vehicle respectively.

[0059] like Figure 1 As shown, Figure 1The diagram shows a structural schematic of the drive system included in the vehicle according to an embodiment of this application. It should be noted that the drive system 100 of this application includes three motors (i.e., one main drive motor 1 and two auxiliary motors 4).

[0060] The main drive motor 1 is a dual-output shaft motor. The main drive motor 1 includes a main motor body 11 and a main output shaft 12. The main output shaft 12 is fixedly connected to the main rotor 112 of the main motor body 11. When the main rotor 112 and the main stator 111 of the main motor body 11 are in working state, a rotating magnetic field is generated after current is passed to the main stator 111. When the main rotor 112 forms an electromagnetic coupling transmission relationship with the main stator 111 under the electromagnetic driving torque of the rotating magnetic field, the main rotor 112 drives the main output shaft 12 to rotate around its own axis.

[0061] Each planetary gear set 2 includes two driving components and one driven component coupled to each other. Specifically, each transmission mechanism includes a ring gear 23, a sun gear 21, and planet gears 22 coupled to each other. For example, in one embodiment, the ring gear 23 and the sun gear 21 are configured as driving components, and the planet gears 22 are configured as driven components; or, in another embodiment, the ring gear 23 and the planet gears 22 are configured as driving components, and the sun gear 21 is configured as driven component; or, in yet another embodiment, the sun gear 21 and the planet gears 22 are configured as driving components, and the ring gear 23 is configured as driven component.

[0062] In the drive system 100, the two ends of the main output shaft 12 are respectively connected to one active component of the corresponding planetary gear set 2. The auxiliary output shafts 42 of the two auxiliary motors 4 (where 421 is the auxiliary output shaft body and 422 is the auxiliary output wheel) are respectively connected to another active component of the corresponding planetary gear set 2, so that the driven components in the two planetary gear sets 2 drive different wheels of the vehicle respectively. It should be noted that the auxiliary motor 4 includes an auxiliary motor body 41 and an auxiliary output shaft 42. The auxiliary output shaft 42 is fixedly connected to the auxiliary rotor 412 of the auxiliary motor body 41. When the auxiliary rotor 412 and the auxiliary stator 411 of the auxiliary motor body 41 are in the working state, a rotating magnetic field is generated after current is applied to the auxiliary stator 411. When the auxiliary rotor 412 forms an electromagnetic coupling transmission relationship with the auxiliary stator 411 under the electromagnetic driving torque of the rotating magnetic field, the auxiliary rotor 412 drives the auxiliary output shaft 42 to rotate around its own axis.

[0063] In some embodiments of this application, the two ends of the main output shaft 12 of the main drive motor 1 are respectively connected to the sun gears 21 of the two planetary gear sets 2, and the auxiliary output shafts 42 of the two auxiliary motors 4 are respectively connected to the ring gears 23 of the two planetary gear sets 2. This makes the sun gears 21 and ring gears 23 of the two planetary gear sets 2 active components. That is, the torque generated by the main drive motor 1 is input to the two planetary gear sets 2 through the sun gears 21, and the torque generated by the auxiliary motor 4 is input to the planetary gear set 2 through the ring gears 23 of the planetary gear set 2 connected to it, so as to change the torque distribution between the left and right ends of the main drive motor 1, making the planet gears 22 of the planetary gear set 2 its driven components. Since the planet gears 22 are the driven components of the planetary gear set 2, the planet gears 22 need to be connected to the wheels of the vehicle, so that the main drive motor 1 and the auxiliary motor 4 control the wheel torque. That is, the main drive motor 1 provides driving torque, while the auxiliary motor 4 changes the torque distribution between the left and right ends of the main drive motor 1, which is a dual-output shaft motor.

[0064] Please continue reading. Figure 1 ,like Figure 1 As shown, in some embodiments of this application, the main output shaft 12 of the main drive motor 1 is connected to the sun gears 21 of the two planetary gear sets 2 at both ends, the auxiliary output shafts 42 of the two auxiliary motors 4 are connected to the ring gears 23 of the two planetary gear sets 2, and the planet gears 22 of the two planetary gear sets 2 are connected to the two wheels of the vehicle (the left and right wheels respectively). Specifically, in the planetary gear set 2, multiple planet gears 22 transmit torque to the wheels through the planet carrier 3 (that is, when multiple planet gears 22 revolve around the sun gear 21, multiple planet gears 22 drive the planet carrier 3 to rotate around its own central axis).

[0065] It is understandable that the following five driving modes can be achieved through the aforementioned drive system: First, the auxiliary motor 4 does not apply torque, and the gear ring 23 is in a nearly free state; Second, the auxiliary motors 4 on the left and right sides output positive torque in the same direction as the main drive motor 1, and the gear ring 23 rotates in the same direction as the sun gear 21; Third, the magnitude and direction of the torque output by the auxiliary motors 4 on the left and right sides (i.e., the rotation state of the gear ring 23) can be completely different, realizing differentiated management of the rotation state of the gear ring 23; Fourth, the auxiliary motors 4 on the left and right sides output braking torque in the opposite direction to the rotation of the main drive motor 1, and the gear ring 23 is forcibly reversed or locked; Fifth, after the main drive motor 1 fails, it is in a free or lightly loaded state, and the auxiliary motor 4 acts as the active drive source, with its power input from the gear ring 23, driving the planet carrier 3 through the planet gear 22 to drive the vehicle at low speed.

[0066] In one exemplary embodiment, such as Figure 2 As shown, a vehicle control method is provided, which is applied to... Figure 1 Taking the vehicle's drive system as an example, the vehicle control method can be implemented by the vehicle's controller, including the following steps 201 to 202. Wherein:

[0067] Step 201: Obtain the required torque difference between the left and right wheels.

[0068] The wheel torque refers to the torque output by the motor (including the main drive motor and the auxiliary motor in this embodiment) and transmitted to the wheel through the transmission system, causing the wheel to rotate. The wheel torque directly affects the wheel's rotational capability, thus determining the vehicle's driving performance. For example, the wheel torque is greater when the vehicle is climbing a slope, and smaller when it is going downhill.

[0069] The torque difference between the left and right wheels refers to the difference in torque required by each wheel. This is understandable because when a vehicle is turning, making a U-turn, or changing lanes, the motion of the left and right wheels is different, resulting in different torque requirements. For example, when a vehicle needs to turn left, it must overcome the centrifugal force, which tends to cause the vehicle to veer to the right. To maintain stability, the torque required by the right wheel needs to be greater than that of the left wheel. Similarly, when a vehicle needs to turn right, it must overcome the centrifugal force, which tends to cause the vehicle to veer to the left. To maintain stability, the torque required by the left wheel needs to be greater than that of the right wheel.

[0070] In some embodiments, the difference in required torque between the left and right wheels can be the required torque of the left wheel minus the required torque of the right wheel, or the required torque of the right wheel minus the required torque of the left wheel.

[0071] In some embodiments, the required torque difference between the left and right wheels can be calculated based on the real-time status of the vehicle. For example, data such as the vehicle's speed, steering angle, and body slip angle can be collected, and the required torque difference between the left and right wheels can be calculated using vehicle kinematic models (such as differential steering models) and torque distribution algorithms (such as fuzzy control algorithms and model predictive control).

[0072] Step 202: Based on the required torque difference, control the output torque of the main drive motor and the two auxiliary motors respectively so that the torque obtained by the left and right wheels meets the required torque difference.

[0073] It is understandable that the wheels on both sides are driven by the driven parts of the corresponding transmission mechanism. The driven parts are coupled to the two active parts of the same planetary gear set. The active parts are respectively connected to the main drive motor and an auxiliary motor. That is to say, the torque obtained by the wheels on both sides is determined by the output torque of the main drive motor and the auxiliary motor. In detail, the main drive motor provides the driving torque, while the auxiliary motor 4 plays a constraining role and changes the torque distribution between the left and right ends of the main drive motor 1, which is a dual-output shaft motor.

[0074] In some embodiments, since the required torque difference is the difference in torque between the left and right wheels, the required torque for each of the left and right wheels can be calculated by combining the sum of the torques of the left and right wheels or vehicle information such as the target yaw moment. Then, based on the transmission relationship between the left and right vehicles and the main drive motor and the two auxiliary motors, the output torque of the main drive motor and the two auxiliary motors can be calculated. Obviously, by controlling the vehicle based on the calculated output torques of the main drive motor and the two auxiliary motors, the torque difference between the left and right wheels can meet the required torque difference.

[0075] Understandably, when the torque received by each of the left and right wheels meets the required torque difference, the vehicle can be controlled to drive in the state corresponding to the required torque difference, thus achieving precise vehicle control.

[0076] In the aforementioned vehicle control method, the main drive motor is configured as a dual-output shaft motor, allowing both ends of the main drive motor to be connected to the active components of two transmission mechanisms. Simultaneously, two auxiliary motors are connected to the active components of the two transmission structures. Based on the dual-output shaft motor, the torque output by the auxiliary motors and the main drive motor controls the wheel torque distribution, with different wheels corresponding to different auxiliary motors. Thus, by changing the output torque of the two auxiliary motors, the torque distribution to the left and right wheels of the vehicle can be altered. Therefore, during vehicle control, by acquiring the required torque difference between the left and right wheels, and based on this difference, the output torque of the main drive motor and the two auxiliary motors is controlled. The difference in output torque between the two auxiliary motors allows for the distribution of different torques to the left and right wheels to meet the required torque difference, achieving active and precise torque distribution to the two wheels using a single main drive motor.

[0077] In some embodiments, considering that the two auxiliary motors are installed inside the vehicle, their output torque not only affects the torque of the wheels but also has a reaction effect on the vehicle interior, affecting the torque balance inside the vehicle. Therefore, a torque constraint can be introduced between the output torques of the two auxiliary motors. This torque constraint allows the torques of the two auxiliary motors acting inside the vehicle to cancel each other out as much as possible, thereby reducing the impact of the output torques of the two auxiliary motors on the torque balance inside the vehicle. This helps to reduce vehicle noise.

[0078] In one exemplary embodiment, such as Figure 3 As shown, step 202 includes steps 301 to 303. Wherein:

[0079] Step 301: Based on the difference in required torque, determine the required torque for each of the left and right wheels.

[0080] Taking the difference in required torque as the sum of the required torque of the left wheel and the required torque of the right wheel as an example, the required torque of the left wheel can be calculated using the following formula:

[0081] T_L_req=(T_total+ΔT_req) / 2;

[0082] Where T_L_req represents the required torque for the left wheel, T_total represents the total required torque for both the left and right wheels, which is usually determined as the torque output by the main drive motor, and ΔT_req represents the difference in required torque.

[0083] Similarly, the required torque for the right wheel can be calculated using the following formula:

[0084] T_R_req=(T_total-ΔT_req) / 2;

[0085] Where T_R_req represents the required torque for the right wheel, T_total represents the total required torque for both the left and right wheels, which is usually determined as the torque output by the main drive motor, and ΔT_req represents the difference in required torque.

[0086] Furthermore, in some embodiments, the total required torque of the left and right wheels can be determined based on the vehicle's state information; specifically, it can be determined based on the vehicle's accelerator pedal signal and vehicle speed, i.e., the total required torque of the left and right wheels T_total = g(accelerator pedal, vehicle speed), where g() represents a pre-configured function mapping relationship.

[0087] Step 302: Based on the required torque of each wheel on the left and right sides, determine the target torque of each of the main drive motor and the two auxiliary motors.

[0088] The target torque of the main drive motor and the two auxiliary motors refers to the torque that the main drive motor and the two auxiliary motors need to output in order to make the wheels obtain the required torque.

[0089] As described in the previous embodiments, the torque obtained by the left wheel is determined by the combined output torque of the main drive motor and the auxiliary motor; the torque obtained by the right wheel is determined by the combined output torque of the main drive motor and the other auxiliary motor. Therefore, given the required torque for each of the left and right wheels, a system of equations can be established and solved to determine the target torque of the main drive motor and the two auxiliary motors.

[0090] For example, the following transmission relationship can be determined by the transmission ratio of the planetary gear set included in the transmission mechanism:

[0091] T_L_actual=η(T_m / 2+α_L×T_cL);

[0092] T_R_actual=η(T_m / 2+α_R×T_cR);

[0093] Wherein, T_L_actual represents the torque received by the left wheel, T_R_actual represents the torque received by the right wheel, η represents the transmission efficiency factor, which is a constant determined through calibration, α_L and α_R are torque coupling coefficients determined by the parameters of the planetary gear set included in the transmission mechanism (related to the tooth ratio of the ring gear and the sun gear), T_m represents the output torque of the main drive motor, which can usually be regarded as the total required torque of the left and right wheels, T_cL represents the output torque of the auxiliary motor corresponding to the left wheel, and T_cR represents the output torque of the auxiliary motor corresponding to the right wheel.

[0094] In some embodiments, based on the above transmission relationship, by substituting the required torques of the left and right wheels and the total required torques of the left and right wheels into the above equation, the target torques of the main drive motor and the two auxiliary motors can be solved.

[0095] In other implementations, the required torques corresponding to the left and right wheels can be substituted into the above equations, and then combined with preset torque constraints, the target torques of the main drive motor and the two auxiliary motors can be solved. The preset torque constraints can be constraints on the main drive motor, such as a pre-set mapping relationship between the accelerator pedal position and the torque of the main drive motor; or they can be torque constraints between the two auxiliary motors, such as the need for the torques of the two auxiliary motors to maintain a linear relationship, or the need for the torques of the two auxiliary motors to maintain equal absolute values ​​and opposite directions.

[0096] For example, the preset torque constraint can be to configure the output torque of the two auxiliary motors to have a linear relationship in absolute value; further, the linear relationship can be a fixed linear ratio, such as a ratio of 1, 0.9, etc.; in other embodiments, the linear relationship can be a ratio range that allows for certain fluctuations, such as a linear relationship where the ratio is between 0.9 and 1.

[0097] Based on the aforementioned torque constraints, the two transmission mechanisms can be arranged symmetrically relative to the main drive motor, and the two auxiliary motors can be arranged symmetrically relative to the main drive motor. Simultaneously, the rotation axis along which the auxiliary motor applies torque to the transmission mechanism is defined as the first axis, and the rotation axis along which the main drive motor applies torque to the transmission mechanism is defined as the second axis. Setting the first and second axes parallel allows for precise closed-loop control of internal forces through strict torque constraints. Furthermore, by symmetrically arranging the two transmission structures and two auxiliary motors relative to the main drive motor, torque distribution is optimized, leading to better torque cancellation and internal force balance. In addition, the parallel arrangement of the first and second axes effectively avoids torque coupling interference between the main drive motor and the two auxiliary motors. Through spatial symmetry and parallel axis design, internal force imbalance can be effectively avoided, improving vehicle handling stability and mechanical reliability.

[0098] Step 303: Control the output torque of the main drive motor and the two auxiliary motors according to their respective target torques.

[0099] Specifically, the output torque of the main drive motor and the two auxiliary motors is controlled to be close to their respective target torques.

[0100] Understandably, vehicle control is a dynamic process. After determining the target torques of the main drive motor and the two auxiliary motors, it is also necessary to consider the current vehicle status, such as the current real-time torque and vehicle speed, to control the output torques of the main drive motor and the two auxiliary motors. This ensures that the real-time output torque of the main drive motor approaches the target torque of the main drive motor, and that the real-time output torques of the two auxiliary motors approach their respective target torques, thereby ensuring the stability of vehicle control.

[0101] In the above embodiment, the required torque for each of the left and right wheels is determined by the required torque difference. Then, the torque of the left and right wheels is distributed by controlling the output torque of the main drive motor and the two auxiliary motors. This ensures that the torque obtained by each of the left and right wheels meets the required torque difference, thus realizing the active distribution of torque between the left and right wheels.

[0102] In some embodiments, controlling the output torque of the main drive motor and the two auxiliary motors according to their respective target torques includes:

[0103] Based on the target torque of the main drive motor and the two auxiliary motors, the output torque of the main drive motor and the two auxiliary motors is controlled by a closed-loop control algorithm.

[0104] Closed-loop control algorithms refer to control strategies that adjust the system output in real time through a feedback mechanism to achieve the expected goal. The core of closed-loop control is to feed the system output back to the input through a sensor, compare it with the set value, and dynamically adjust the control input based on the error signal to correct the system behavior. Examples of closed-loop control algorithms include proportional-integral-derivative (PID) algorithms, fuzzy control algorithms, and adaptive control algorithms.

[0105] In the above embodiments, by controlling the output torque of the main drive motor and the two auxiliary motors through a closed-loop control algorithm, the output torque of the main drive motor and the two auxiliary motors can be dynamically adjusted in real time, thereby achieving precise vehicle control and improving the stability of vehicle control.

[0106] In some embodiments, based on the target torques of the main drive motor and the two auxiliary motors, the output torques of the main drive motor and the two auxiliary motors are controlled by a closed-loop control algorithm, including:

[0107] Obtain the real-time output torque of the main drive motor and the two auxiliary motors; control the output torque of the main drive motor and the two auxiliary motors so that the real-time output torque of the main drive motor approaches the target torque of the main drive motor, and the real-time output torque of the two auxiliary motors approaches the target torque of the two auxiliary motors respectively.

[0108] In some embodiments, the real-time output torque of the main drive motor and the two auxiliary motors can be acquired in real time by sensors.

[0109] Understandably, since the real-time output torque of the main drive motor approaches the target torque of the active drive motor, and the real-time output torque of each of the two auxiliary motors approaches the target torque of each of the two auxiliary motors, the real-time torque difference between the left and right wheels can be made as close as possible to the required torque difference, thereby ensuring that the vehicle's driving state is the required state and improving the stability of vehicle state control.

[0110] In some embodiments, the required torque for each of the left and right wheels can be determined by combining the required torque difference and the total required torque. That is, step 301 may include:

[0111] Obtain the total required torque; based on the total required torque and the difference in required torque, determine the required torque for each of the left and right wheels.

[0112] The total required torque is the sum of the torques of the left and right wheels, and the total required torque is the torque provided by the main drive motor.

[0113] In some embodiments, the total torque demand of a vehicle can be determined using vehicle status information; for example, the total torque demand of a vehicle can be determined by combining the vehicle's accelerator pedal information and vehicle speed.

[0114] Specifically, when the required torque difference is the left wheel torque minus the right wheel torque, one can sum the total required torque and the required torque difference, then scale it down by half to obtain the required torque for the left wheel; simultaneously, subtract the total required torque from the required torque difference, then scale it down by half to obtain the required torque for the right wheel. That is:

[0115] T_L_req=(T_total+ΔT_req) / 2;

[0116] T_R_req=(T_total-ΔT_req) / 2.

[0117] Where T_L_req is the required torque of the left wheel, T_R_req is the required torque of the right wheel, T_total is the total required torque, and ΔT_req is the difference in required torque.

[0118] In the above embodiment, by determining the required torque for each of the left and right wheels, and then by using the combined effect of the output torque of the three motors, the actual torque for each of the left and right wheels approaches the required torque for each of them, thereby achieving precise torque vector distribution and significantly improving the vehicle's dynamic handling performance and driving stability.

[0119] In some embodiments, obtaining the required torque difference between the left and right wheels includes:

[0120] Obtain vehicle status information and determine the required torque difference between the left and right wheels based on the vehicle status information.

[0121] Specifically, vehicle status information can include vehicle yaw information, such as yaw rate error and body slip angle.

[0122] In some embodiments, vehicle state information can be input into a pre-built vehicle kinematics model for kinematic analysis to obtain the required torque difference between the left and right wheels.

[0123] In the above embodiments, the required torque difference between the left and right wheels is determined based on the vehicle status information, thereby determining the corresponding required torque difference through the real-time vehicle status, and thus realizing real-time dynamic control of the vehicle.

[0124] In some embodiments, determining the required torque difference between the left and right wheels based on vehicle status information includes at least one of the following:

[0125] When the vehicle status information indicates that the vehicle is in a straight-moving scenario, the required torque difference between the left and right wheels is determined to be 0; when the vehicle status information indicates that the vehicle is not in a straight-moving scenario, the required torque difference between the left and right wheels is determined based on the vehicle status information.

[0126] The vehicle status information may include steering wheel angle, yaw rate, slip ratio, etc.; non-straight driving scenarios may include left turn, right turn, U-turn, lane change, etc.

[0127] Understandably, when the vehicle is traveling straight, the torque received by the left and right wheels is required to be the same. Therefore, the required torque difference between the left and right wheels is determined to be 0. When the vehicle is not traveling straight, the torque received by the left and right wheels is required to be different. In this case, the required torque difference between the left and right wheels needs to be determined based on the vehicle status information.

[0128] In the above embodiments, the demand torque difference can be quickly determined by the vehicle's usage scenario, thereby improving the efficiency of vehicle control.

[0129] In some embodiments, to achieve vehicle control under special operating conditions, the vehicle control method further includes:

[0130] When the vehicle is in the target operating mode, the preset torque pair corresponding to the target operating mode is obtained; the torque pair includes the required torque of each of the left and right wheels; based on the torque pair, the output torque of the main drive motor and the two auxiliary motors is controlled so that the torque obtained by each of the left and right wheels is adapted to the target operating mode.

[0131] Among them, the target operating condition mode refers to the preset unconventional vehicle use scenarios, such as waltz U-turn, high-speed tire blowout, and U-turn on the spot.

[0132] In some embodiments, the vehicle may be determined to be in a target operating mode based on vehicle status information; for example, when a specified data in the vehicle status information reaches a set threshold, the vehicle is determined to be in a target operating mode; or the vehicle may be determined to be in a target operating mode based on a received vehicle operating mode selection instruction; for example, if a target operating mode selection instruction is received, the vehicle is determined to be in a target operating mode.

[0133] It is understandable that, compared with determining the required torque of the left and right wheels by the required torque difference in the aforementioned embodiments, directly obtaining the preset torque pair corresponding to the target operating mode when the vehicle is in the target operating mode can further improve the torque distribution speed of the vehicle and ensure the stability of vehicle control in the target operating mode.

[0134] In the above embodiments, considering that the target operating mode places relatively extreme requirements on the torque distribution between the left and right wheels, when the vehicle is in the target operating mode, a preset torque pair is directly invoked, so as to distribute the torque between the left and right wheels under the conditions of the preset torque pair, thereby ensuring the stability of vehicle control in the target operating mode.

[0135] The following will explain this in conjunction with specific application scenarios, such as... Figure 4 As shown, it includes a drive system, a vehicle dynamic controller (VDC), and a motor control unit (MCU). The VDC and the MCU are connected for communication. The MCU is connected for communication with the main drive motor and two auxiliary motors in the drive system.

[0136] The mechanical connection relationship between the three motors included in the drive system is as follows: Figure 1 The structures shown are the same; for a detailed description, please refer to the foregoing embodiments. Figure 1 The details are not repeated here.

[0137] The VDC, as the top-level main controller, is responsible for comprehensively judging the driver's intentions, vehicle status, and advanced function requests, and calculating the final required torque at the left and right wheel ends. The MCU receives the torque command from the VDC and accurately implements the command through coordinated control of the drive motor and two intelligent torque distribution adjustment units, while feeding back the execution status to the VDC in real time.

[0138] Specifically, the VDC determines the driver's intention by acquiring vehicle parameters. In scenarios where it is necessary to actively adjust the drive torque of the left and right wheels, it calculates the required torque (including the total required torque and the required torque of the left and right wheels) based on vehicle status information (steering wheel angle, longitudinal acceleration, lateral acceleration, yaw rate, slip ratio, slip ratio, etc.). At the same time, it initiates a torque distribution request based on the calculated required torque. The MCU receives the torque distribution request from the VDC, executes the torque distribution, and controls the output torque of the main drive motor and the two auxiliary motors through a closed-loop control algorithm.

[0139] In some embodiments, under special functional scenarios (such as waltz turn, high-speed tire blowout, U-turn, etc.), VDC requests the required torque at the left and right wheel ends according to the functional trigger requirements; then, MCU receives the torque request from VDC and feeds back the execution status to VDC in real time; VDC performs PID adjustment on the requested torque to control the output torque of the main drive motor and the two auxiliary motors respectively.

[0140] Specifically, VDC calculates the required torque difference to maintain the ideal dynamics of the vehicle based on real-time vehicle parameters such as steering wheel angle, longitudinal acceleration, lateral acceleration, yaw rate, and wheel slip ratio, using a predetermined control algorithm (such as reference model following control). Combined with the total required torque obtained from the driver's accelerator / brake pedal signals, it then determines the required torque for the left and right wheels.

[0141] If the vehicle is in a special function mode (such as waltz turn, U-turn, high-speed tire blowout stability control), the VDC will directly generate a specific torque pair according to the preset function logic. The torque pair includes the required torque of the left and right wheels.

[0142] Afterwards, the MCU receives the required torque from the left and right wheels, and then... Figure 1 The drive system shown includes a transmission relationship. The output torques of the main drive motor and the two auxiliary motors are calculated. By independently controlling the torque (magnitude and direction) applied to the ring gear by two intelligent torque distribution adjustment units, the power flow and torque distribution ratio of the planetary gear set can be changed. Through precise control of the torque of the two adjustment units, continuous and active vector redistribution of the total drive torque between the left and right gears can be achieved without changing the total output of the drive motor. For example, applying a braking torque opposite to the rotation direction of the sun gear to one side of the ring gear by an auxiliary motor will force more input torque on that side to be output through the planet carrier (increased torque). Simultaneously, applying a torque in the same direction as the sun gear to the other side of the ring gear by another auxiliary motor will correspondingly reduce the torque output of the planetary gear set on that side.

[0143] For example, when the vehicle is traveling in a straight line normally and torque vectoring is not required, the required torque difference is 0. At this time, the two auxiliary motors can output a small torque of the same direction and magnitude to make the ring gear move in the same direction or lock the ring gear, thereby making the torque of the main drive motor evenly distributed to the left and right wheels. When the vehicle turns right, in order to generate the yaw moment of turning inward, the torque of the left wheel needs to be greater than that of the right wheel, and there is a required torque difference. At this time, the left auxiliary motor can be controlled to output a negative torque to try to prevent the left ring gear from rotating forward with the sun gear, and the right auxiliary motor can be controlled to output an approximately equal positive torque to try to help the right ring gear rotate forward with the sun gear. Since the main drive motor is a dual-output shaft motor, its torque is distributed to the left and right wheels of the wheelset at both ends. At the same time, according to planetary gear dynamics, this operation will cause the torque transmitted to the left planetary carrier to increase and the torque transmitted to the right planetary carrier to decrease, thereby satisfying the required torque difference. The vehicle obtains an additional right-turn yaw moment, improving cornering agility and stability.

[0144] When the vehicle triggers a special function, such as "U-turn", it directly obtains a preset torque pair, such as (+T, -T), that is, the required torque of the left wheel is +T and the required torque of the right wheel is -T. At this time, by controlling the output torque of the main drive motor and the two auxiliary motors, the torque obtained by the left and right wheels can be equal in magnitude and opposite in direction, thereby driving the vehicle to rotate around the center and realize "U-turn".

[0145] In the aforementioned application scenarios, active vectoring of torque between the left and right wheels is achieved using a single main drive motor, achieving performance comparable to a dual-motor system while significantly reducing the cost, weight, and space required for the motor, inverter, and related hardware. Simultaneously, torque distribution is achieved through auxiliary motor control of the planetary gear ring, with energy circulating and converted within the system, avoiding energy loss associated with traditional braking intervention. Combined with PID control, this results in rapid torque distribution response and high control precision, effectively improving vehicle cornering limits, lane change stability, and controllability under special operating conditions. Furthermore, the drive system's compact structure facilitates easy integration into electric axles. It can also be extended to dual-motor four-wheel vectoring control, providing a more robust performance foundation for advanced models.

[0146] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0147] Based on the same inventive concept, this application also provides a vehicle control device for implementing the vehicle control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more vehicle control device embodiments provided below can be found in the limitations of the vehicle control method described above, and will not be repeated here.

[0148] In one exemplary embodiment, such as Figure 5 The diagram illustrates a vehicle control device. The vehicle includes: a main drive motor and two auxiliary motors, the main drive motor being a dual-output-shaft motor; two transmission mechanisms, each including a planetary gear set, each planetary gear set including two driving components and one driven component coupled to each other; wherein, both ends of the main drive motor are respectively connected to a driving component of the corresponding planetary gear set, and the two auxiliary motors are respectively connected to another driving component of the corresponding planetary gear set, so that the two driven components respectively drive one wheel on the left and right sides of the vehicle; the vehicle control device 500 includes:

[0149] The acquisition module 501 is used to acquire the required torque difference between the left and right wheels.

[0150] The output module 502 is used to control the output torque of the main drive motor and the two auxiliary motors based on the required torque difference, so that the torque obtained by the left and right wheels meets the required torque difference.

[0151] In some embodiments, the output module 502 is specifically used to determine the required torque corresponding to each of the left and right wheels based on the required torque difference; determine the target torque of each of the main drive motor and the two auxiliary motors based on the required torque corresponding to each of the left and right wheels; and control the output torque of each of the main drive motor and the two auxiliary motors according to the target torque of each of the main drive motor and the two auxiliary motors.

[0152] In some embodiments, the output module 502 is specifically used to control the output torque of the main drive motor and the two auxiliary motors respectively based on the target torque of the main drive motor and the two auxiliary motors through a closed-loop control algorithm.

[0153] In some embodiments, the output module 502 is specifically used to obtain the real-time output torque of the main drive motor and the two auxiliary motors; control the output torque of the main drive motor and the two auxiliary motors so that the real-time output torque of the main drive motor approaches the target torque of the main drive motor, and the real-time output torque of the two auxiliary motors approaches the target torque of the two auxiliary motors respectively.

[0154] In some embodiments, the output module 502 is specifically used to obtain the total required torque; and based on the total required torque and the difference in required torque, to determine the required torque corresponding to each of the left and right wheels.

[0155] In some embodiments, the acquisition module 501 is specifically used to acquire vehicle status information and determine the required torque difference between the left and right wheels based on the vehicle status information.

[0156] In some embodiments, the acquisition module 501 is specifically used to determine that the required torque difference between the left and right wheels is 0 when the vehicle status information indicates that the vehicle is in a straight-going driving scenario; and to determine the required torque difference between the left and right wheels based on the vehicle status information when the vehicle status information indicates that the vehicle is not in a straight-going driving scenario.

[0157] In some embodiments, the vehicle control device 500 further includes a target operating condition control module, which is used to obtain a preset torque pair corresponding to the target operating condition mode when the vehicle is in the target operating condition mode; the torque pair includes the required torque of each of the left and right wheels; based on the torque pair, control the output torque of the main drive motor and the two auxiliary motors so that the torque obtained by each of the left and right wheels is adapted to the target operating condition mode.

[0158] The various modules in the control device of the aforementioned vehicle can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0159] In one exemplary embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 6As shown, this computer device includes a processor, memory, input / output (I / O) interfaces, and a communication interface. The processor, memory, and I / O interfaces are connected via a system bus, and the communication interface is also connected to the system bus via the I / O interfaces. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides the environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The database stores data related to vehicle control. The I / O interfaces are used for exchanging information between the processor and external devices. The communication interface is used for communicating with external terminals via a network connection. When the computer program is executed by the processor, it implements a vehicle control method.

[0160] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0161] In one exemplary embodiment, a controller is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method described above.

[0162] In an exemplary embodiment, a vehicle is provided, comprising: a main drive motor and two auxiliary motors, the main drive motor being a dual-output-shaft motor; two transmission mechanisms, each transmission mechanism including a planetary gear set, each planetary gear set including two driving components and one driven component coupled to each other; wherein, both ends of the main drive motor are respectively drivenly connected to a driving component of the corresponding planetary gear set, and the two auxiliary motors are respectively drivenly connected to another driving component in the corresponding planetary gear set, so that the two driven components respectively drive one wheel on the left and right sides of the vehicle; and a controller for implementing the steps of the above method.

[0163] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-described method.

[0164] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps of the method described above.

[0165] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0166] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0167] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0168] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for controlling a vehicle, characterized in that, The vehicles include: The system includes a main drive motor and two auxiliary motors, wherein the main drive motor is a dual-output-shaft motor. Two transmission mechanisms, each of which includes a planetary gear set, and each planetary gear set includes two driving components and one driven component coupled to each other; The two ends of the main drive motor are respectively connected to the corresponding planetary gear set and the active component, and the two auxiliary motors are respectively connected to the other active component in the corresponding planetary gear set, so that the two driven components drive one wheel on the left and right sides of the vehicle respectively. The method includes: Obtain the required torque difference between the left and right wheels; Based on the required torque difference, the output torque of the main drive motor and the two auxiliary motors is controlled so that the torque obtained by the left and right wheels meets the required torque difference.

2. The method according to claim 1, characterized in that, The step of controlling the output torque of the main drive motor and the two auxiliary motors based on the required torque difference includes: Based on the required torque difference, the required torque corresponding to each of the left and right wheels is determined. Based on the required torque of each of the left and right wheels, the target torque of each of the main drive motor and the two auxiliary motors is determined. The output torque of the main drive motor and the two auxiliary motors is controlled according to their respective target torques.

3. The method according to claim 2, characterized in that, The step of controlling the output torque of the main drive motor and the two auxiliary motors according to their respective target torques includes: Based on the target torque of the main drive motor and the two auxiliary motors, the output torque of the main drive motor and the two auxiliary motors is controlled by a closed-loop control algorithm.

4. The method according to claim 3, characterized in that, The step of controlling the output torque of the main drive motor and the two auxiliary motors based on their respective target torques using a closed-loop control algorithm includes: Obtain the real-time output torque of the main drive motor and the two auxiliary motors respectively; The output torque of the main drive motor and the two auxiliary motors is controlled so that the real-time output torque of the main drive motor approaches the target torque of the main drive motor, and the real-time output torque of the two auxiliary motors approaches the target torque of the two auxiliary motors respectively.

5. The method according to claim 2, characterized in that, Determining the required torque for each of the left and right wheels based on the required torque difference includes: Obtain the total required torque; Based on the total required torque and the difference in required torque, the required torque corresponding to each of the left and right wheels is determined.

6. The method according to claim 1, characterized in that, The step of obtaining the required torque difference between the left and right wheels includes: Obtain the vehicle status information and determine the required torque difference between the left and right wheels based on the vehicle status information.

7. The method according to claim 6, characterized in that, Determining the required torque difference between the left and right wheels based on the vehicle status information includes at least one of the following: When the vehicle status information indicates that the vehicle is in a straight-line driving scenario, the required torque difference between the left and right wheels is determined to be 0. When the vehicle status information indicates that the vehicle is not in a straight-line driving scenario, the required torque difference between the left and right wheels is determined based on the vehicle status information.

8. The method according to any one of claims 1 to 7, characterized in that, The method further includes: When the vehicle is in the target operating mode, obtain the preset torque pair corresponding to the target operating mode; the torque pair includes the required torque of each of the left and right wheels; Based on the torque pair, the output torque of the main drive motor and the two auxiliary motors is controlled so that the torque obtained by the left and right wheels is adapted to the target working condition mode.

9. A vehicle control device, characterized in that, The vehicles include: The system includes a main drive motor and two auxiliary motors, wherein the main drive motor is a dual-output-shaft motor. Two transmission mechanisms, each of which includes a planetary gear set, and each planetary gear set includes two driving components and one driven component coupled to each other; The two ends of the main drive motor are respectively connected to the corresponding planetary gear set and the active component, and the two auxiliary motors are respectively connected to the other active component in the corresponding planetary gear set, so that the two driven components drive one wheel on the left and right sides of the vehicle respectively. The device includes: The acquisition module is used to acquire the required torque difference between the left and right wheels; The output module is used to control the output torque of the main drive motor and the two auxiliary motors based on the required torque difference, so that the torque obtained by the left and right wheels meets the required torque difference.

10. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 8.

11. A vehicle, characterized in that, The vehicles include: The system includes a main drive motor and two auxiliary motors, wherein the main drive motor is a dual-output-shaft motor. Two transmission mechanisms, each of which includes a planetary gear set, and each planetary gear set includes two driving components and one driven component coupled to each other; The two ends of the main drive motor are respectively connected to the corresponding planetary gear set and the active component, and the two auxiliary motors are respectively connected to the other active component in the corresponding planetary gear set, so that the two driven components drive one wheel on the left and right sides of the vehicle respectively. A controller for implementing the steps of the method according to any one of claims 1 to 8.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 8.

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