CN203832404U - Electric automobile integrating drive-by-wire control technology and wheel hub motor driving technology - Google Patents

Abstract

The utility model relates to an electric vehicle integrating wire control technology and hub motor drive technology. It is composed of a display interface, a man-machine interface, a sensor, a controller, an actuator, and a power supply system. The electric vehicle man-machine interface includes a steering wheel, a magneto-rheological fluid device, a steering column, a brake pedal, and an accelerator pedal. Among them, the magnetorheological fluid device is installed on the steering column, and provides the driver with the resistance torque when the steering wheel rotates through the steering column. The utility model realizes automatic selection according to the power demand, effectively improves the power performance on the road surface with low adhesion coefficient; cancels many mechanical parts such as reducer and differential, has simple structure, short mechanical transmission route, flexible control and responsiveness Fast, improving the car's power, drive anti-slip performance, handling stability, braking, safety and other performance. The steering torque is generated by using the difference of the driving torque of the left and right wheels, and the electronic differential steering is realized, and the structure is simplified.

Description

An electric vehicle integrating wire control technology and in-wheel motor drive technology

technical field

The utility model relates to an electric vehicle, in particular to an electric vehicle integrating wire control technology and hub motor drive technology.

Background technique

Traditional automobiles have mechanical connections between man-machine interfaces such as the accelerator pedal, steering wheel, and brake pedal, and actuators such as the accelerator, steering wheels, and brakes. The structure is complex, the control is not flexible enough, and the response is not fast enough. Compared with traditional internal combustion engine vehicles, electric vehicles are not only energy-saving and environmentally friendly, but also more convenient to adopt new wire control technology, which can cancel the mechanical connection between the accelerator pedal, steering wheel, brake pedal and accelerator, steering wheels, brakes, etc., and use wires to connect , simple structure, flexible control and fast response. Conventional electric vehicle motors are connected to the wheels through mechanical components such as reducers and differentials. The mechanical transmission route is long and the structure is complex. If the hub motor installed inside the wheel is used to directly drive the wheel, mechanical components such as reducer and differential are not needed, the structure is greatly simplified, and the electric vehicle is lightweight, flexible and fast to control, and can better improve the overall performance of the vehicle , to realize the integrated optimal control of the chassis.

There are already some patents on electric vehicles using control-by-wire technology or in-wheel motor drive technology. For example, the published patent "Automobile Running Mechanism and Electric Vehicle with Kingpin Zero Offset Wire Control Independent Drive and Steering" (Chinese Patent Publication No.: 101973307A) proposes a wheel with integrated drive, steering and shock absorption functions. Vehicle running mechanism. However, the motor is used instead of the magneto-rheological fluid device for steering sense feedback, and the structure is complicated; the utility model uses the magneto-rheological fluid device for steering sense feedback, and the coil current of the magneto-rheological fluid device is controlled by the controller so that Control the size of the steering wheel resistance torque, flexible control, simple structure.

The published patent "A full-wire control electric vehicle with variable dynamic characteristics" (Chinese Patent Publication No.: 102582416 A) proposes a full-wire control electric vehicle with variable dynamic characteristics, which adopts multiple independent drive and independent steering , independent braking, independent active suspension, with multiple controllable degrees of freedom. The published patent "A Steering-by-Wire Steering Device and Its Suspension System for Independently Steering and Driving Electric Vehicles" (Chinese Patent Publication No.: 203094172U) provides a steering-by-wire device for independently steering and driving electric vehicles. However, each wheel is attached with a motor-driven steering mechanism, which increases the complexity of the structure. The utility model only utilizes the difference of the driving torque of the left and right wheels to generate the steering torque, realizes the electronic differential steering and simplifies the structure.

The published patent "Sliding Steering Control Strategy for Four-Wheel Hub Motor-Driven Vehicles" (Chinese Patent Publication No.: 102632924A) designed a four-wheel hub motor-driven vehicle with four-wheel steering and sliding steering. The displacement signal judges the steering trend of the vehicle, and directly controls the output torque of the four in-wheel motors through the slip steering torque distributor to meet the speed difference requirements between the wheels on both sides during steering. However, no yaw rate sensor is used to detect the yaw rate of the vehicle for stability control. The utility model uses the yaw angular velocity sensor to detect the yaw angular velocity of the vehicle under various working conditions, and compares it with the expected vehicle yaw angular velocity; The torque output from the in-wheel motors controlling each wheel provides the active yaw moment to keep the vehicle stable.

Contents of the invention

The purpose of this utility model is to aim at the above-mentioned defects existing in the prior art, to provide an electric vehicle integrating wire control technology and hub motor drive technology, to better optimize the structural design of the electric vehicle, to realize the lightweight and flexible control of the electric vehicle , fast, and improve the comprehensive performance of the car's power, handling stability, active safety and so on.

Its technical solution is: including a display interface (1), a man-machine manipulation interface (5), a sensor, a controller, an actuator, and a power supply system (19), and the man-machine manipulation interface (5) includes a steering wheel (2) , magnetorheological fluid device (4), steering column (6), brake pedal (30), accelerator pedal (32), wherein the magnetorheological fluid device (4) is installed on the steering column (6), through steering The column provides the driver with the resistance torque when the steering wheel rotates; the sensors include steering wheel torque angle sensor (3), brake pedal sensor (7), accelerator pedal displacement sensor (8), vehicle speed sensor (33), The yaw rate sensor (34), the first Hall position sensor (13), the second Hall position sensor (15), the third Hall position sensor (24), and the fourth Hall position sensor (27), wherein, The steering wheel torque angle sensor (3) is installed on the steering column (6) to measure the magnitude and direction of the driver's turning steering wheel torque and the angle of rotation, and the brake pedal sensor (7) measures the driver's foot stepping on the brake pedal (30), the accelerator pedal displacement sensor (8) measures the displacement of the driver's foot on the accelerator pedal (32), the vehicle speed sensor (33) measures the vehicle speed, and the yaw rate sensor (34) measures the vehicle yaw rate value. One Hall position sensor (13) measures the rotor position of the right front wheel hub motor (11), the second Hall position sensor (15) measures the rotor position of the right rear wheel hub motor (14), and the third Hall position sensor ( 24) Measure the rotor position of the left rear wheel hub motor (22), the fourth Hall position sensor (27) measure the rotor position of the left front wheel hub motor (26), the steering wheel torque angle sensor (3), the brake pedal The sensor (7), accelerator pedal displacement sensor (8), vehicle speed sensor (33), and yaw rate sensor (34) are connected to the main ECU (31) through wires, and the first Hall position sensor (13) is connected to the first Hall position sensor (13) through wires. A single-chip microcomputer (9) is connected, the second Hall position sensor (15) is connected with the second single-chip microcomputer (18) through the wire, the third Hall position sensor (24) is connected with the third single-chip microcomputer (20) through the wire, the fourth Hall position sensor Er position sensor (27) is connected with the 4th single-chip microcomputer (29) by wire.

The above-mentioned controller adopts a master-slave structure, including a master ECU (31), a first single-chip microcomputer (9), a second single-chip microcomputer (18), a third single-chip microcomputer (20), a fourth single-chip microcomputer (29), and a main ECU (31) To realize the distribution of the driving torque of the four wheels of the vehicle and the upper-level control of the speed of the four wheels, the first single-chip microcomputer (9), the second single-chip microcomputer (18), the third single-chip microcomputer (20), and the fourth single-chip microcomputer (29) respectively realize the control of each motor Bottom drive control, the first single-chip microcomputer (9) and the first motor drive circuit (10) are connected by wires, the control signal of the first single-chip microcomputer (9) is transmitted to the first motor drive circuit (10), the second single-chip microcomputer (18) and The second motor drive circuit (17) is connected with wires, the control signal of the second single-chip microcomputer (18) is transmitted to the second motor drive circuit (17), and the third single-chip microcomputer (20) is connected with the third motor drive circuit (21) with wires , the control signal of the third single-chip microcomputer (20) is transmitted to the third motor drive circuit (21), the fourth single-chip microcomputer (29) is connected with the fourth motor drive circuit (28) by wires, and the control signal of the fourth single-chip microcomputer (29) is transmitted To the fourth motor drive circuit (28), the main ECU (31) is connected with the first single-chip microcomputer (9), the second single-chip microcomputer (18), the third single-chip microcomputer (20), and the fourth single-chip microcomputer (29) respectively with wires, and the main ECU (31) The control signals are sent to the first single-chip microcomputer (9), the second single-chip microcomputer (18), the third single-chip microcomputer (20), the fourth single-chip microcomputer (29), the first single-chip microcomputer (9), the second single-chip microcomputer (18) , the actual rotational speed signals of each wheel obtained by the third single-chip microcomputer (20) and the fourth single-chip microcomputer (29) are respectively transmitted to the main ECU (31).

The above-mentioned actuator includes four wheel modules of the structural system, that is, the right front wheel executive module composed of the right front wheel hub motor (11), the right front wheel (12), and the first motor drive circuit (10), and the right rear wheel hub The motor (14), the right rear wheel (16), the right rear wheel execution module composed of the second motor drive circuit (17), the left rear wheel hub motor (22), the left rear wheel (23), the third motor drive circuit ( 21) consisting of the left rear wheel execution module, the left front wheel (25), the left front wheel hub motor (26), and the fourth motor drive circuit (28) the left front wheel execution module; wherein, the right front wheel hub motor ( 11) Installed in the right front wheel (12), the first motor drive circuit (10) is connected with the right front wheel hub motor (11) by wires, and the first motor drive circuit (10) is controlled by the first single-chip microcomputer (9). The signal drives the right front wheel hub motor (11) to rotate.

The beneficial effect of the utility model is that the electric vehicle integrates the wire control technology and the wheel hub motor drive technology, and combines the advantages of the wire control technology and the wheel hub motor drive technology. The electric vehicle adopts the wire control technology, which cancels the mechanical connection between the accelerator pedal, steering wheel, brake pedal and the accelerator, steering wheel, brake, etc. of the traditional car, and adopts wire connection. Pedals, steering wheels, and electronic pedals input acceleration, steering, braking and other manipulation intentions to the car, and the controller obtains the driver's acceleration, steering, braking, etc. control the magneto-rheological fluid device installed on the steering column to provide the driver with an optimized steering feeling, and the controller controls each hub motor to achieve acceleration, steering, braking, etc. according to the driving algorithm, electronic differential algorithm, and braking algorithm. It can make full use of tire adhesion and improve adhesion efficiency; each wheel is driven by an in-wheel motor, which can easily switch between four-wheel drive, front-wheel drive, rear-wheel drive, etc. Automatic selection effectively improves the dynamic performance on roads with low adhesion coefficient; many mechanical components such as reducer and differential are eliminated, the structure is simple, the mechanical transmission route is short, the control is flexible, and the response is fast, which greatly improves the power of the car performance, drive anti-slip performance, handling stability, braking, safety and other comprehensive performance. The steering torque is generated by using the difference of the driving torque of the left and right wheels, and the electronic differential steering is realized, and the structure is simplified.

Description of drawings

Accompanying drawing 1 is the structural representation of the utility model;

Above: display interface 1, steering wheel 2, steering wheel torque angle sensor 3, magneto-rheological fluid device 4, man-machine interface 5, steering column 6, brake pedal sensor 7, accelerator pedal displacement sensor 8, the A single-chip microcomputer 9, the second single-chip microcomputer 18, the third single-chip microcomputer 20, the fourth single-chip microcomputer 29, the first motor drive circuit 10, the second motor drive circuit 17, the third motor drive circuit 21, the fourth motor drive circuit 28, the right front wheel Hub motor 11, right front wheel 12, first Hall position sensor 13, second Hall position sensor 15, third Hall position sensor 24, fourth Hall position sensor 27, right rear wheel hub motor 14, right rear Wheel 16, power supply system 19, left rear wheel hub motor 22, left rear wheel 23, left front wheel 25, left front wheel hub motor 26, brake pedal 30, main ECU 31, accelerator pedal 32, vehicle speed sensor 33, yaw rate sensor34.

Detailed ways

In conjunction with accompanying drawing 1, the utility model is further described:

The utility model is composed of a display interface 1, a man-machine operation interface 5, a sensor, a controller, an actuator, a power supply system 19, etc., and the power supply system 19 includes a lithium-ion power battery pack and a power supply voltage conversion module, which is connected to the first single-chip microcomputer 9, 18 , 20,29, the main ECU31, the first motor drive circuit 10, the second motor drive circuit 17, the third motor drive circuit 21, the fourth motor drive circuit 28, the display interface 1, etc. provide voltages of different voltage levels. The display interface 1 adopts a liquid crystal screen and is installed on the panel in front of the driver in the cockpit. The display interface 1 is connected with the main ECU 31 by wires. The main ECU 31 sends a signal to the display interface 1 according to the information measured by the relevant sensors, and the display interface 1 displays information such as the remaining power of the battery and the fault status of key components of the electric vehicle.

The man-machine interface 5 includes a steering wheel 2, a magneto-rheological fluid device 4, a steering column 6, a brake pedal 30, and an accelerator pedal 32, wherein the magneto-rheological fluid device 4 is installed on the steering column 6, and when the steering wheel rotates, the magnetic flow The fluid changing device 4 provides a certain resistance moment to the driver through the steering column 6 and the steering wheel 2 to optimize the steering feel. The brake pedal 30 and the accelerator pedal 32 are respectively installed on the driver's right foot on the cockpit floor from left to right. Location;

The sensors include a steering wheel torque angle sensor 3, a brake pedal sensor 7, an accelerator pedal displacement sensor 8, a vehicle speed sensor 33, a yaw rate sensor 34, a first Hall position sensor 13, a second Hall position sensor 15, and a third Hall position sensor. The Hall position sensor 24, the fourth Hall position sensor 27, etc., wherein the steering wheel torque angle sensor 3 is installed on the steering column 6 to measure the torque of the driver turning the steering wheel and the magnitude and direction of the angle of rotation, and the brake pedal sensor 7 Measure the displacement of the driver's foot on the brake pedal 30, the accelerator pedal displacement sensor 8 measures the displacement of the driver's foot on the accelerator pedal 32, the vehicle speed sensor 33 measures the vehicle speed, and the yaw rate sensor 34 measures the vehicle yaw rate value. A Hall position sensor 13 measures the rotor position of the right front wheel hub motor 11, a second Hall position sensor 15 measures the rotor position of the right rear wheel hub motor 14, and a third Hall position sensor 24 measures the rotor position of the left rear wheel hub motor 22. Rotor position, the fourth Hall position sensor 27 measures the rotor position of the left front wheel hub motor 26, the steering wheel torque angle sensor 3, the brake pedal sensor 7, the accelerator pedal displacement sensor 8, the vehicle speed sensor 33, and the yaw rate sensor 34 The other sensors are connected with the main ECU31 by wires, the first Hall position sensor 13 is connected with the first single-chip microcomputer 9 by wires, the second Hall position sensor 15 is connected with the second single-chip microcomputer 18 by wires, and the third Hall position sensor 24 is connected by wires. Be connected with the 3rd single-chip microcomputer 20, the 4th Hall position sensor 27 is connected with the 4th single-chip microcomputer 29 by wire;

Controller comprises main ECU 31, the first single-chip microcomputer 9, the second single-chip microcomputer 18, the 3rd single-chip microcomputer 20, the 4th single-chip microcomputer 29, the first single-chip microcomputer 9 is connected with the first motor drive circuit 10 with wire, the control signal transmission of the first single-chip microcomputer 9 To the first motor drive circuit 10, the second single-chip microcomputer 18 is connected with the second motor drive circuit 17 with wires, the control signal of the second single-chip microcomputer 18 is delivered to the second motor drive circuit 17, the third single-chip microcomputer 20 and the third motor drive circuit 21 Connect with wire, the control signal of the 3rd single-chip microcomputer 20 is delivered to the 3rd motor drive circuit 21, the 4th single-chip microcomputer 29 is connected with the 4th motor drive circuit 28 with wire, the control signal of the 4th single-chip microcomputer 29 is delivered to the 4th motor drive circuit 28 , the main ECU 31 is connected with the first single-chip microcomputer 9, the second single-chip microcomputer 18, the third single-chip microcomputer 20, and the fourth single-chip microcomputer 29 respectively with wires, and the main ECU 31 sends control signals to the first single-chip microcomputer 9, the second single-chip microcomputer 18, and the third single-chip microcomputer 9 respectively. Single-chip microcomputer 20, the 4th single-chip microcomputer 29, the first single-chip microcomputer 9, the second single-chip microcomputer 18, the 3rd single-chip microcomputer 20, the actual rotational speed signal of each wheel obtained by the fourth single-chip microcomputer 29 processing is then delivered to main ECU 31 respectively;

The actuator of the electric vehicle includes four wheel modules with the same structure, that is, the right front wheel executive module composed of the right front wheel hub motor 11, the right front wheel 12, and the first motor drive circuit 10, the right rear wheel hub motor 14, the right rear wheel The right rear wheel execution module composed of wheel 16 and the second motor drive circuit 17, the left rear wheel execution module composed of the left rear wheel hub motor 22, the left rear wheel 23, and the third motor drive circuit 21, the left front wheel 25, the left front wheel A left front wheel execution module composed of a wheel hub motor 26 and a fourth motor drive circuit 28. The right front wheel hub motor 11 is installed in the right front wheel 12, the first motor drive circuit 10 is connected with the right front wheel hub motor 11 with wires, and the first motor drive circuit 10 drives the right front wheel hub according to the control signal of the first single-chip microcomputer 9 Motor 11 rotates. Similarly, the left front wheel hub motor 26 is installed in the left front wheel 25, the fourth motor drive circuit 28 is connected with the left front wheel hub motor 26 with electric wires, and the fourth motor drive circuit 28 drives the left wheel according to the control signal of the fourth single chip microcomputer 29. The front wheel hub motor 26 rotates. The right rear wheel hub motor 14 is installed in the right rear wheel 16, and the second motor drive circuit 17 is connected with the right rear wheel hub motor 14 with wires, and the second motor drive circuit 17 drives the right rear wheel hub according to the control signal of the second single-chip microcomputer 18. The motor 14 rotates. The left rear wheel hub motor 22 is installed in the left rear wheel 23, the third motor drive circuit 21 is connected with the left rear wheel hub motor 22 with wires, and the third motor drive circuit 21 drives the left rear wheel hub according to the control signal of the third single chip microcomputer 20 The motor 22 rotates.

The working principle of the utility model is:

When the driver depresses the accelerator pedal 32, the accelerator pedal displacement signal measured by the accelerator pedal sensor 8 is transmitted to the main ECU 31, and the main ECU 31 uses the vehicle speed signal, the accelerator pedal displacement Calculate the required driving torque by signal, and distribute the motor driving torque of each wheel, and send control signals to the first single-chip microcomputer 9, 18, 20, 29 respectively. At the same time, the motor rotor position signal measured by the first Hall position sensor 13 is transmitted To the first single-chip microcomputer 9, the first single-chip microcomputer 9 controls the drive circuit 10 to make the right front wheel hub motor 11 output a certain torque to realize the rotation of the right front wheel 12; at the same time, the motor rotor position signal measured by the fourth Hall position sensor 27 Transfer to the fourth single-chip microcomputer 29, the fourth single-chip microcomputer 29 controls the drive circuit 28 to make the left front wheel hub motor 26 output a certain torque to realize the rotation of the left front wheel 25; meanwhile, the motor rotor position measured by the second Hall position sensor 15 The signal is transmitted to the second single-chip microcomputer 18, and the second single-chip microcomputer 18 controls the driving circuit 17 to make the right rear wheel hub motor 14 output a certain torque to realize the rotation of the right rear wheel 16; meanwhile, the motor rotor measured by the third Hall position sensor 24 The position signal is transmitted to the third single-chip microcomputer 20, and the third single-chip microcomputer 20 controls the driving circuit 21 to make the hub motor 22 of the left rear wheel output a certain torque to realize the rotation of the left rear wheel 23. The coordinated control of the four-wheel drive completes the expected driving motion of the vehicle and improves the dynamics and stability of the vehicle on different roads.

When the driver turns the steering wheel 2, signals such as the steering wheel torque angle signal measured by the steering wheel torque angle sensor 3, the vehicle speed signal measured by the vehicle speed sensor 33, and the yaw rate signal measured by the yaw rate sensor 34 are transmitted to the main ECU. 31. The main ECU 31 controls the current change in the coil of the magnetorheological fluid device 4 according to the steering wheel torque angle signal and the vehicle speed signal, and controls the generated magnetic field. The viscosity of the magnetorheological fluid changes with the change of the magnetic field, and the magnetorheological fluid The device 4 provides the resistance torque to the steering wheel 2 through the steering column 6, so that the driver's hand movement resistance changes to achieve an optimized steering feeling. At the same time, the main ECU 31 calculates the rotational angular velocity target value of each wheel according to the differential steering algorithm, and sends control signals to the first single-chip microcomputers 9, 18, 20, 29 respectively. , the actual speed signal of the left front wheel calculated by the fourth single-chip microcomputer 29, the actual speed signal of the right rear wheel calculated by the second single-chip microcomputer 18, and the actual speed signal of the left front wheel calculated by the third single-chip microcomputer 20 are transmitted to the main ECU 31 to realize the rotation speed of each wheel. Closed-loop feedback control to complete the expected steering movement of the vehicle and improve the handling stability of the vehicle.

When the driver depresses the brake pedal 30, the brake pedal displacement signal measured by the brake pedal sensor 7 is transmitted to the main ECU 31, and the ECU 31 learns the driver's braking intention, and according to the braking torque distribution algorithm, the brake anti-lock The dead algorithm calculates the braking torque that each wheel should provide, and sends control signals to the first single-chip microcomputer 9, 18, 20, 29 respectively, and each corresponding motor decelerates to provide electrical braking torque, and realizes braking energy recovery, and realizes the expected performance of the vehicle. The braking movement can improve the braking efficiency and directional stability of the vehicle on different road surfaces.

Under the above various working conditions, the yaw rate sensor is used to detect the yaw rate of the vehicle, and compared with the expected vehicle yaw rate; The torque output from the in-wheel motors that control the individual wheels provides the active yaw moment that keeps the vehicle stable.

Claims (3)

1. the electronlmobil of an integrated wire control technology and In-wheel motor driving technology, it is characterized in that: comprise display interface (1), man-machine manipulation interface (5), sensor, controller, actr, power-supply system (19), described man-machine manipulation interface (5) comprises steering handwheel (2), magnetic flow liquid device (4), Steering gear (6), brake pedal (30), Das Gaspedal (32), wherein, it is upper that magnetic flow liquid device (4) is arranged on Steering gear (6), the resisting moment while providing steering handwheel to rotate by Steering gear to chaufeur, described sensor comprises steering-wheel torque rotary angle transmitter (3), brake pedal sensor (7), accelerator pedal displacement sensor (8), car speed sensor (33), yaw-rate sensor (34), the first hall position sensor (13), the second hall position sensor (15), the 3rd hall position sensor (24), the 4th hall position sensor (27), wherein, steering-wheel torque rotary angle transmitter (3) is arranged on Steering gear (6), measure chaufeur and rotate the torque of steering handwheel and the size and Orientation of corner, brake pedal sensor (7) is measured the displacement that chaufeur pin is stepped on brake pedal (30), accelerator pedal displacement sensor (8) is measured the step on the throttle displacement of pedal (32) of chaufeur pin, car speed sensor (33) is measured the speed of a motor vehicle, yaw-rate sensor (34) measuring vehicle yaw velocity value, the first hall position sensor (13) is measured the rotor-position of off front wheel wheel hub motor (11), the second hall position sensor (15) is measured the rotor-position of off hind wheel wheel hub motor (14), the 3rd hall position sensor (24) is measured the rotor-position of left rear wheel wheel hub motor (22), the 4th hall position sensor (27) is measured the rotor-position of the near front wheel wheel hub motor (26), steering-wheel torque rotary angle transmitter (3), brake pedal sensor (7), accelerator pedal displacement sensor (8), car speed sensor (33), yaw-rate sensor (34) sensor is by wire and main ECU(31) be connected, the first hall position sensor (13) is connected with the first micro controller system (9) by wire, the second hall position sensor (15) is connected with second singlechip (18) by wire, the 3rd hall position sensor (24) is connected with the 3rd micro controller system (20) by wire, the 4th hall position sensor (27) is connected with the 4th micro controller system (29) by wire.

2. the electronlmobil of integrated wire control technology according to claim 1 and In-wheel motor driving technology, it is characterized in that: described controller adopts primary and secondary structure, comprise main ECU(31), the first micro controller system (9), second singlechip (18), the 3rd micro controller system (20), the 4th micro controller system (29), main ECU(31) realizing four wheel drive torques of car load distributes, the upper strata of four vehicle wheel rotational speeds is controlled, the first micro controller system (9), second singlechip (18), the 3rd micro controller system (20), the 4th micro controller system (29) is realized respectively the bottom layer driving of each motor and is controlled, the first micro controller system (9) is connected with wire with the first motor-drive circuit (10), the control signal of the first micro controller system (9) is delivered to the first motor-drive circuit (10), second singlechip (18) is connected with wire with the second motor-drive circuit (17), the control signal of second singlechip (18) is delivered to the second motor-drive circuit (17), the 3rd micro controller system (20) is connected with wire with the 3rd motor-drive circuit (21), the control signal of the 3rd micro controller system (20) is delivered to the 3rd motor-drive circuit (21), the 4th micro controller system (29) is connected with wire with the 4th motor-drive circuit (28), the control signal of the 4th micro controller system (29) is delivered to the 4th motor-drive circuit (28), main ECU(31) with the first micro controller system (9), second singlechip (18), the 3rd micro controller system (20), the 4th micro controller system (29) connects with wire respectively, main ECU(31) send control signal and be delivered to respectively the first micro controller system (9), second singlechip (18), the 3rd micro controller system (20), the 4th micro controller system (29), the first micro controller system (9), second singlechip (18), the 3rd micro controller system (20), the actual speed signal that the 4th micro controller system (29) is processed each wheel obtaining is delivered to respectively main ECU(31).

3. the electronlmobil of integrated wire control technology according to claim 1 and In-wheel motor driving technology, it is characterized in that: described actr comprises four wheel modules of structural system, be off front wheel wheel hub motor (11), off front wheel (12), the off front wheel execution module that the first motor-drive circuit (10) forms, off hind wheel wheel hub motor (14), off hind wheel (16), the off hind wheel execution module that the second motor-drive circuit (17) forms, left rear wheel wheel hub motor (22), left rear wheel (23), the left rear wheel execution module that the 3rd motor-drive circuit (21) forms, the near front wheel (25), the near front wheel wheel hub motor (26), the near front wheel execution module that the 4th motor-drive circuit (28) forms, wherein, off front wheel wheel hub motor (11) is arranged in off front wheel (12), the first motor-drive circuit (10) is connected with electric wire with off front wheel wheel hub motor (11), and the first motor-drive circuit (10) drives off front wheel wheel hub motor (11) to rotate according to the control signal of the first micro controller system (9).