Electric tricycle control system and control method based on double-hall signal steering handle

Abstract

The application discloses a kind of based on double hall signal steering handle of electric tricycle control system, and control system is according to the receiving state of speed expectation information, whether there is, switch double motor drive mode and emergency drive mode;Double motor drive mode, left controller, right controller respond to the speed expectation information transmitted by instrument, and the motor driven by each other carries out speed control;Emergency drive mode, right controller responds to the second hall signal and drives right rear wheel hub motor, controls right rear wheel hub motor and runs in preset speed interval.Solve the problem of vehicle power loss, vehicle rapid stall and vehicle movement difficulty.

Description

Technical Field

[0001] This application relates to an electric tricycle control system, and more particularly to an electric tricycle control system and control method based on a dual Hall effect throttle. Background Technology

[0002] Currently, most electric tricycles on the market only have one throttle signal circuit to trigger the drive motor. If any electrical component in the throttle signal circuit fails, the motor will not run, causing the vehicle to break down.

[0003] The above situation, occurring while the vehicle is in motion, will directly lead to a rapid loss of speed, posing a safety hazard; furthermore, after the drive circuit is damaged, the vehicle is difficult to move to a repair shop, which also causes inconvenience to users. Improvements are proposed to address these issues. Summary of the Invention

[0004] This invention discloses an electric tricycle control system based on a dual Hall effect throttle, which solves the problems of rapid vehicle stalling and difficulty in moving the vehicle after the drive circuit is damaged.

[0005] The electric tricycle control system based on a dual-Hall signal throttle includes a throttle, a left controller, a right controller, and an instrument panel. The left controller drives the left rear wheel hub motor, and the right controller drives the right rear wheel hub motor.

[0006] The control system includes a main control system corresponding to the dual-motor drive mode and an emergency control system for the emergency drive mode.

[0007] The throttle has a built-in first Hall component and a second Hall component, which are used to synchronously convert the user's speed expectation operation into independent and consistent first Hall signal and second Hall signal.

[0008] The instrument has a built-in data processing module that receives the first Hall signal to obtain the speed expectation information.

[0009] The control system switches between dual-motor drive mode and emergency drive mode based on whether or not the speed expectation information is received on the right controller.

[0010] In the dual-motor drive mode, the left controller and the right controller respond to the speed expectation information transmitted by the instrument and control the speed of their respective driven motors.

[0011] In the emergency drive mode, the right controller responds to the second Hall signal to drive the right rear wheel hub motor and controls the right rear wheel hub motor to operate within a preset speed range.

[0012] This application includes a main control system and an emergency control system. When the main control system fails, the emergency control system is triggered, driving the right rear wheel hub motor to operate and provide power to the vehicle.

[0013] The throttle, equipped with a first Hall effect sensor and a second Hall effect sensor, converts the user's desired speed operation into two signal outputs corresponding to the main control system and the emergency control system: independent yet consistent first and second Hall effect signals. This solves the problem of rapid vehicle stalling and difficulty in moving the vehicle after the normal speed signal is lost.

[0014] Several alternative methods are provided below, but they are not intended as additional limitations on the overall solution above. They are merely further additions or optimizations. Provided there are no technical or logical contradictions, each alternative method can be combined individually with respect to the overall solution above, or multiple alternative methods can be combined with each other.

[0015] Optionally, the main control system includes at least a first Hall effect sensor, an instrument, a left controller, and a right controller, wherein the first Hall effect sensor, the left controller, and the right controller are respectively communicatively connected to the instrument.

[0016] The emergency control system includes a second Hall effect sensor and a right controller, with the second Hall effect sensor and the right controller being electrically connected.

[0017] Optionally, the main control system further includes an angle sensor that is communicatively connected to the instrument;

[0018] The steering angle sensor is located at the pivot of the front guide wheel of the vehicle and outputs a steering angle signal, which is then analyzed by the instrument to obtain the steering angle information.

[0019] The left controller and right controller implement differential control of the left rear wheel hub motor and right rear wheel hub motor based on the steering angle information.

[0020] Optionally, the main control system further includes a six-axis gyroscope that is communicatively connected to the instrument;

[0021] The six-axis gyroscope is installed at the center of gravity of the vehicle body and outputs three-axis acceleration signals and angular velocity signals around the three axes in the vehicle body coordinate system. The instrument performs complementary filtering and fusion processing to obtain the real-time driving status of the vehicle.

[0022] The left and right controllers balance the torque of the left and right rear wheel hub motors based on the real-time driving status of the vehicle.

[0023] Optionally, the instrument is connected to the left controller and the right controller via a CAN bus for communication.

[0024] The left controller communicates with the right controller in real time to transmit the real-time speed and torque of their respective drive motors, which is used to realize differential control and torque balance between the left and right rear wheel hub motors.

[0025] Optionally, in the emergency drive mode, the speed of the right rear wheel hub motor is limited to the range of 0 to 300 rpm, and the speed is adjusted according to the amplitude of the second Hall signal.

[0026] This application also discloses a control method for an electric tricycle based on a dual Hall effect throttle, wherein the control system and the method include the following steps:

[0027] S1, the desired speed of the turn signal is operated, and the first Hall signal and the second Hall signal, which are independent of each other, are output synchronously.

[0028] S2, the left and right controllers, monitor the speed expectation information transmitted by the instrument in real time.

[0029] Upon receiving the speed expectation information transmitted by the instrument, the dual-motor drive mode is executed.

[0030] If the speed expectation information is not received for two or more consecutive communication cycles and a second Hall signal is received during the period, the emergency drive mode is executed.

[0031] Optionally, the emergency drive mode includes: the right controller adjusts the output speed of the right rear wheel hub motor according to the amplitude of the second Hall signal, and the left rear wheel hub motor follows in standby mode.

[0032] Optionally, the dual-motor drive mode specifically includes:

[0033] S21. The instrument receives the first Hall signal and analyzes it to obtain the speed expectation information;

[0034] S22. The instrument receives the steering angle signal, analyzes it to obtain the steering angle information, receives the three-axis acceleration signal and the angular velocity signal around the three axes in the vehicle coordinate system, performs complementary filtering and fusion processing, and obtains the real-time driving status of the vehicle.

[0035] S23. The left controller and the right controller combine the steering angle information and speed expectation information, and calculate and determine the wheel linear velocity of the left rear wheel corresponding to the left rear wheel and the wheel linear velocity of the right rear wheel corresponding to the right rear wheel based on the Ackerman steering geometry principle, and then obtain the rotational speeds corresponding to the left rear wheel and the right rear wheel.

[0036] S24. The left controller and the right controller adjust the torque output of the left rear wheel hub motor and the right rear wheel hub motor according to the real-time driving status of the vehicle.

[0037] Optionally, the real-time driving status of the vehicle includes: turning status, uphill status, downhill status, and vehicle body tilt status;

[0038] The left and right controllers respectively transmit the real-time speed and torque of their respective drive motors back to the instrument. The instrument then corrects the torque output of the left and right rear wheel hub motors based on the vehicle's real-time driving status.

[0039] The beneficial effects of this application are as follows:

[0040] 1. This application uses the first Hall signal and the second Hall signal, which are triggered synchronously by turning the throttle, as inputs to the main control system and the emergency control system, respectively; the presence or absence of speed expectation information received and analyzed from the first Hall signal on the left and right controllers is used as the switching condition between the dual-motor drive mode and the emergency drive mode; thus realizing an electric tricycle control system that complements the main control system and the emergency control system, solving the problems of rapid vehicle stalling and difficulty in vehicle movement after loss of vehicle power.

[0041] 2. In this application, the main control system is equipped with an instrument panel, a steering angle sensor, and a six-axis gyroscope with a built-in data processing module. The instrument panel analyzes the input signals from the first Hall component, the steering angle sensor, and the six-axis gyroscope to obtain speed expectation information, steering angle information, and real-time vehicle driving status as the basis for the left and right controllers to control the motor output. On the one hand, it replaces the traditional mechanical differential to achieve torque balance on the left and right rear wheels. On the other hand, it provides output to the slower-rotating wheel when slipping or tilting (single wheel off the ground) to avoid the torque of the slower-rotating wheel dropping, which could cause the vehicle to stall.

[0042] 3. This application collects multiple sets of data (including steering angle information, real-time vehicle driving status, real-time motor speed, and torque) for cross-comparison, making the left and right control motors adjust the motor torque output more accurately. Attached Figure Description

[0043] Figure 1 This is a diagram showing the module connections in this application. Detailed Implementation

[0044] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0045] It should be noted that when a component is said to be "connected" to another component, it can be directly connected to the other component or it can be connected to a component in between. When a component is said to be "set on" another component, it can be directly set on the other component or it may be set to a component in between.

[0046] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0047] refer to Figure 1 One embodiment of this application discloses an electric tricycle and its control system based on a dual Hall effect throttle.

[0048] The electric tricycle includes a body, a movable front guide wheel at the front of the body, and left and right rear wheels on the left and right sides of the rear of the body, with the left and right rear wheels rigidly connected to the body.

[0049] It also includes a throttle with integrated first and second Hall effect components, an instrument with built-in data processing module, a left controller, and a right controller.

[0050] The left controller is connected to and drives the left rear wheel hub motor, which is connected to the left rear wheel. The right controller is connected to and drives the right rear wheel hub motor, which is connected to the right rear wheel.

[0051] Furthermore, the first Hall effect sensor, the left controller, the right controller, and the instrument are connected in communication to form the main control system, and the second Hall effect sensor and the right controller are connected in communication to form the emergency control system.

[0052] The aforementioned main control system corresponds to the dual-motor drive mode under normal operating conditions, where the left and right controllers execute user commands to drive the left and right rear wheel hub motors; the aforementioned emergency control system corresponds to the emergency drive mode when a failure of the main control system causes the vehicle to stall or stop.

[0053] Specifically, when the user turns the throttle, the first Hall effect sensor and the second Hall effect sensor synchronously convert the user's desired speed operation (corresponding to the throttle rotation amplitude) into independent and consistent first Hall effect signals and second Hall effect signals. The first Hall effect signal and the second Hall effect signal serve as the vehicle's operating signals. Receiving either the first Hall effect signal or the second Hall effect signal indicates that the user intends to drive the vehicle, and energizes the hub motor.

[0054] Under normal operating conditions, the first Hall effect signal serves as the signal input for the vehicle's main control system, triggering the acceleration or deceleration of the left and right rear wheel hub motors.

[0055] When the signal transmission of the main control system is blocked, the left and right controllers determine the fault of the main control system (corresponding to instrument faults and the condition of the first Hall component).

[0056] At this time, the emergency drive mode is activated. The right controller receives the second Hall signal from the emergency control system as a signal input to control the acceleration or deceleration of the right rear wheel hub motor.

[0057] It should be noted that the receiver of the second Hall signal is not always the right controller. Alternatively, the left controller can be connected to the second Hall component, or both the left and right controllers can be connected to the second Hall component. For ease of description, the embodiments in this application will use the right controller as an example.

[0058] In emergency drive mode, the controlled hub motors maintain low-speed operation to prevent the vehicle from stalling, causing rapid deceleration or sudden stop, and making it difficult to move the vehicle to a repair shop after it stops.

[0059] Furthermore, in one embodiment, the main control system further includes an angle sensor that is communicatively connected to the instrument.

[0060] The steering angle sensor is located at the pivot of the front guide wheel of the vehicle. It is used to collect the steering angle of the front guide wheel when the vehicle is turning, output the steering angle signal, and then the instrument panel analyzes and obtains the steering angle information.

[0061] The steering angle information, in dual-motor drive mode, serves as the basis for differential speed adjustment between the inner and outer wheels (corresponding to the left and right rear wheels) at the apex of the curve when the vehicle is turning.

[0062] Furthermore, in one embodiment, the main control system further includes a six-axis gyroscope that is communicatively connected to the instrument.

[0063] The six-axis gyroscope is installed at the vehicle's center of gravity and outputs three-axis acceleration signals and angular velocity signals around the three axes in the vehicle coordinate system. These signals are then processed by the instrument panel through complementary filtering to obtain the vehicle's real-time driving status.

[0064] The left and right controllers balance the torque of the left and right rear wheel hub motors based on the vehicle's real-time driving status.

[0065] Specifically, the six-axis gyroscope includes a three-axis accelerometer and a three-axis gyroscope. The three-axis accelerometer is used to collect acceleration data along three axes in the vehicle body coordinate system during the tricycle's movement, and the three-axis gyroscope is used to collect angular velocity data around the vehicle body coordinate system along three axes during the tricycle's movement.

[0066] The vehicle coordinate system uses the forward direction of the vehicle as the X-axis, the horizontal rightward direction of the vehicle as the Y-axis, and the vertical upward direction of the vehicle as the Z-axis.

[0067] In some embodiments, the instrument is connected to the left controller and the right controller via a CAN bus. The left controller and the right controller communicate in real time to transmit the real-time speed and torque of their respective drive motors, which is used to realize differential control and torque balance between the left rear wheel hub motor and the right rear wheel hub motor.

[0068] Based on the above-mentioned electric tricycle and its control system, one embodiment of this application also discloses a control method for an electric tricycle, including the following steps:

[0069] S1, the desired speed of the turn signal is operated, and the first Hall signal and the second Hall signal, which are independent of each other, are output synchronously.

[0070] S2, the left and right controllers, monitor the speed expectation information transmitted by the instrument in real time.

[0071] Upon receiving the speed expectation information transmitted by the instrument, the dual-motor drive mode is executed.

[0072] If the speed expectation information is not received for two or more consecutive communication cycles and a second Hall signal is received during the period, the emergency drive mode is executed.

[0073] In emergency drive mode, the right controller adjusts the output speed of the right rear wheel hub motor based on the amplitude of the second Hall signal to drive the vehicle. The left rear wheel hub motor is in standby mode and passively operates as the vehicle moves.

[0074] Furthermore, in emergency drive mode, the speed of the right rear wheel hub motor is limited to the range of 0 to 300 rpm, corresponding to the vehicle speed range of 0 to 23 km / h, and the speed is adjusted according to the amplitude of the second Hall signal.

[0075] In some embodiments, the duration of a single communication cycle is 8ms.

[0076] In some embodiments, the above-mentioned dual-motor drive mode specifically includes:

[0077] S21. The instrument receives the first Hall signal and analyzes it to obtain the desired speed information;

[0078] S22. The instrument receives the steering angle signal and analyzes it to obtain the steering angle information. It receives the three-axis acceleration signal and the angular velocity signal around the three axes in the vehicle coordinate system and performs complementary filtering and fusion processing to obtain the real-time driving status of the vehicle.

[0079] S23, the left controller and the right controller combine the steering angle information and speed expectation information, and calculate and determine the wheel linear velocity of the left rear wheel corresponding to the left rear wheel and the wheel linear velocity of the right rear wheel corresponding to the right rear wheel based on the Ackerman steering geometry principle, and then obtain the speed corresponding to the left rear wheel and the right rear wheel.

[0080] S24, the left controller and the right controller adjust the torque output of the left rear wheel hub motor and the right rear wheel hub motor according to the real-time driving status of the vehicle.

[0081] Specifically, step S23 includes:

[0082] S231. Adjusting the target speed of the vehicle: Based on the speed expectation information, the left controller and the right controller control the rotation speed of the left rear wheel hub motor and the right rear wheel hub motor so that the target speed of the vehicle changes with the user's speed expectation operation.

[0083] S232. Adjusting the speed difference of the motors: When the vehicle turns, the left controller and the right controller adjust the speed difference between the left rear wheel hub motor and the right rear wheel hub motor based on the speed expectation information and the steering angle information.

[0084] Specifically, the adjustment method for the speed difference between the left and right rear wheel hub motors is as follows: Based on the Ackermann steering geometry principle, the position of the instantaneous center of rotation (instantaneous steering center) and the turning radius of the vehicle are calculated using the current steering angle information. This allows for the determination of the speed ratio between the left and right rear wheels. Based on the speed expectation information, the target speed of the vehicle is determined, and the speeds on the left and right rear wheels are adjusted accordingly.

[0085] More specifically, it decelerates the wheels closer to the instantaneous center and accelerates the wheels farther from the instantaneous center. This corresponds to the left and right rear wheel hub motors; that is, the left and right controllers adjust the speed difference between the left and right rear wheel hub motors.

[0086] In one embodiment, in step S24 above, the real-time driving status of the vehicle is obtained based on a complementary filtering algorithm.

[0087] Specifically, it includes:

[0088] Step 1: Integrate the angular velocity data collected by the three-axis gyroscope to obtain the estimated angle gyr_angle for each axis. The calculation formula is as follows:

[0089] gyr_angle = gyr_angle + gyr * dt

[0090] Where gyr is the real-time angular velocity data of the gyroscope along the corresponding axis, and dt is the sampling period;

[0091] Step 2: Using the acceleration data collected by the triaxial accelerometer, calculate the corresponding correction angle accel_angle based on the components of gravity in each axis;

[0092] Step 3: Weight the estimated angle and the corrected angle using a preset complementary coefficient Alpha to obtain the final fused angle. The calculation formula is as follows:

[0093] angle=Alpha*gyr_angle+(1-Alpha)*accel_angle

[0094] Where 0 ≤ Alpha ≤ 1;

[0095] Step 4: Based on the fused angles, obtain the roll angle around the X-axis, pitch angle around the Y-axis, and yaw angle around the Z-axis of the tricycle (when the vehicle is driving normally and is not slipping or tilting, the real-time yaw angle should be consistent with the real-time steering angle, which can be used to verify whether the vehicle is slipping).

[0096] Based on the roll angle of the tricycle around the X-axis, the pitch angle around the Y-axis, and the yaw angle around the Z-axis, the real-time driving status of the vehicle can be determined: turning, uphill, downhill, and body tilt.

[0097] Among them, the roll angle around the X-axis can be used to determine whether the vehicle is in a tilt state, the pitch angle around the Y-axis can be used to determine whether the vehicle is going uphill or downhill, and the yaw angle around the Z-axis can be used to determine whether the vehicle is turning.

[0098] Additionally, the steering angle information is compared with the yaw angle around the Z-axis. When the yaw angle around the Z-axis is greater than the steering angle information, it is determined that the vehicle is in a slipping state.

[0099] In one embodiment, in step S24, the left controller and the right controller adjust the torque output of the left rear wheel hub motor and the right rear wheel hub motor by: obtaining the motor cross-axis current Iq: based on the FOC algorithm, the left controller and the right controller obtain the cross-axis current Iq of the left rear wheel hub motor and the right rear wheel hub motor, and change the motor torque by adjusting the magnitude of the cross-axis current Iq of the two motors.

[0100] Specifically, when the vehicle is turning, the left and right controllers each control the magnitude of the quadrature axis current Iq input to the corresponding motor, dynamically adjusting the quadrature axis current Iq of the two motors to maintain a balanced state, and achieving passive differential control under the constraints of the distance difference between the inner and outer wheels and the rigidity of the vehicle body.

[0101] When the vehicle is slipping, reduce the quadrature-axis current Iq of the motor corresponding to the slipping wheel to slow it down and allow it to regain traction. Meanwhile, maintain or increase the quadrature-axis current Iq of the motor corresponding to the other wheel (the non-slipping wheel) to prevent uneven speeds between the two wheels after the slipping wheel regains traction.

[0102] Furthermore, when the vehicle is in a slippery state, the cross-axis current Iq of the motor corresponding to the other wheel (the non-slippery wheel) is increased to overcome the problem that when one wheel of a traditional mechanical differential gets stuck, the other wheel does not have enough torque to get out of trouble.

[0103] When the vehicle is in a tilted state, the cross-axis current Iq of the motor corresponding to the wheel still in contact with the ground is reduced to maintain the vehicle's forward momentum and gradually reduce the overall vehicle speed, thus suppressing the tilting trend.

[0104] The technical features of the embodiments described above can be combined arbitrarily. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as the combination of these technical features does not contradict each other, it should be considered to be within the scope of this specification. When technical features of different embodiments are embodied in the same drawing, it can be regarded as the drawing also disclosing examples of combinations of the various embodiments involved.

[0105] The embodiments described above are merely examples of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the 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 modifications and improvements all fall within the protection scope of this application.

Claims

1. An electric tricycle control system based on a dual Hall effect throttle, comprising a throttle, a left controller, a right controller, and an instrument panel, wherein the left controller drives a left rear hub motor, and the right controller drives a right rear hub motor, characterized in that, The control system includes a main control system corresponding to the dual-motor drive mode and an emergency control system for the emergency drive mode. The throttle has a built-in first Hall component and a second Hall component, which are used to synchronously convert the user's speed expectation operation into independent and consistent first Hall signal and second Hall signal. The instrument has a built-in data processing module that receives the first Hall signal to obtain the speed expectation information. The control system switches between dual-motor drive mode and emergency drive mode based on whether or not the speed expectation information is received on the right controller. In the dual-motor drive mode, the left controller and the right controller respond to the speed expectation information transmitted by the instrument and control the speed of their respective driven motors. In the emergency drive mode, the right controller responds to the second Hall signal to drive the right rear wheel hub motor and controls the right rear wheel hub motor to operate within a preset speed range.

2. The electric tricycle control system based on a dual Hall effect throttle as described in claim 1, characterized in that, The main control system includes at least a first Hall effect sensor, an instrument, a left controller, and a right controller, wherein the first Hall effect sensor, the left controller, and the right controller are respectively communicatively connected to the instrument. The emergency control system includes a second Hall effect sensor and a right controller, with the second Hall effect sensor and the right controller being electrically connected.

3. The electric tricycle control system based on a dual Hall effect throttle as described in claim 2, characterized in that, The main control system also includes an angle sensor that is communicatively connected to the instrument. The steering angle sensor is located at the pivot of the front guide wheel of the vehicle and outputs a steering angle signal, which is then analyzed by the instrument to obtain the steering angle information. The left controller and right controller implement differential control of the left rear wheel hub motor and right rear wheel hub motor based on the steering angle information.

4. The electric tricycle control system based on a dual Hall effect throttle as described in claim 3, characterized in that, The main control system also includes a six-axis gyroscope that is communicatively connected to the instrument. The six-axis gyroscope is installed at the center of gravity of the vehicle body and outputs three-axis acceleration signals and angular velocity signals around the three axes in the vehicle body coordinate system. The instrument performs complementary filtering and fusion processing to obtain the real-time driving status of the vehicle. The left and right controllers balance the torque of the left and right rear wheel hub motors based on the real-time driving status of the vehicle.

5. The electric tricycle control system based on a dual Hall effect throttle according to claim 4, characterized in that, The instrument is connected to the left and right controllers via a CAN bus communication connection. The left controller communicates with the right controller in real time to transmit the real-time speed and torque of their respective drive motors, which is used to realize differential control and torque balance between the left and right rear wheel hub motors.

6. The electric tricycle control system based on a dual Hall effect throttle according to claim 5, characterized in that, In the emergency drive mode, the speed of the right rear wheel hub motor is limited to the range of 0 to 300 rpm, and the speed is adjusted according to the amplitude of the second Hall signal.

7. A control method for an electric tricycle based on a dual Hall effect throttle, characterized in that, Applied to the control system of claim 6, the method includes the following steps: S1, the desired speed of the turn signal is operated, and the first Hall signal and the second Hall signal, which are independent of each other, are output synchronously. S2, the left and right controllers, monitor the speed expectation information transmitted by the instrument in real time. Upon receiving the speed expectation information transmitted by the instrument, the dual-motor drive mode is executed. If the speed expectation information is not received for two or more consecutive communication cycles and a second Hall signal is received during the period, the emergency drive mode is executed.

8. The electric tricycle control method based on a dual Hall effect throttle according to claim 7, characterized in that, The emergency drive mode includes: the right controller adjusts the output speed of the right rear wheel hub motor according to the amplitude of the second Hall signal, and the left rear wheel hub motor follows in standby mode.

9. The electric tricycle control method based on a dual Hall effect throttle according to claim 7, characterized in that, The dual-motor drive mode specifically includes: S21. The instrument receives the first Hall signal and analyzes it to obtain the speed expectation information; S22. The instrument receives the steering angle signal, analyzes it to obtain the steering angle information, receives the three-axis acceleration signal and the angular velocity signal around the three axes in the vehicle coordinate system, performs complementary filtering and fusion processing, and obtains the real-time driving status of the vehicle. S23. The left controller and the right controller combine the steering angle information and speed expectation information, and calculate and determine the wheel linear velocity of the left rear wheel corresponding to the left rear wheel and the wheel linear velocity of the right rear wheel corresponding to the right rear wheel based on the Ackerman steering geometry principle, and then obtain the rotational speeds corresponding to the left rear wheel and the right rear wheel. S24. The left controller and the right controller adjust the torque output of the left rear wheel hub motor and the right rear wheel hub motor according to the real-time driving status of the vehicle.

10. The electric tricycle control method based on a dual Hall effect throttle according to claim 9, characterized in that, Step S24 specifically includes: The real-time driving status of the vehicle includes: turning status, uphill status, downhill status, and vehicle body tilt status; The left and right controllers respectively transmit the real-time speed and torque of their respective drive motors back to the instrument. The instrument then corrects the torque output of the left and right rear wheel hub motors based on the vehicle's real-time driving status.

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