CN109703346B - Double-motor automobile power system and control method and device thereof - Google Patents
Double-motor automobile power system and control method and device thereof Download PDFInfo
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- CN109703346B CN109703346B CN201711009586.8A CN201711009586A CN109703346B CN 109703346 B CN109703346 B CN 109703346B CN 201711009586 A CN201711009586 A CN 201711009586A CN 109703346 B CN109703346 B CN 109703346B
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract
The invention provides a double-motor automobile power system and a control method and a device thereof, wherein the double-motor automobile power system comprises a first motor and a second motor which are arranged on one axle of front and rear axles, and the first motor and the second motor can be driven together, so that the problem of power interruption when the second motor is used for gear switching is avoided; in addition, the first motor and the second motor are driven together, so that the dynamic property of the automobile is improved; further, since the synchronizer can be selectively combined with one of the synchronous gear sets according to the controller command, the optimal torque distribution between the two motors is realized, and the economical efficiency is improved.
Description
Technical Field
The invention relates to the technical field of pure electric vehicles, in particular to a dual-motor vehicle power system and a control method and device thereof.
Background
At present, most of pure electric vehicles are driven to run in a mode of combining a single motor with a first-gear or a second-gear gearbox power system.
At present, the peak torque, the power characteristic and the like of a single motor directly limit the dynamic performance of a pure electric vehicle; the single-gear transmission system can only transmit one transmission ratio, so that the economic optimization space of the automobile is not large, while the double-gear transmission system has the possibility of optimizing the system dynamic property and the economic property, but can generate the problems of power interruption and the like, thereby influencing the driving property.
Disclosure of Invention
In view of the above, the invention provides a dual-motor automobile power system and a control method and device thereof, so as to solve the problems that the driving performance is affected due to the fact that the existing single-gear economic optimization space is not large, and power interruption is generated by double gears. The technical scheme is as follows:
a dual motor vehicle powertrain comprising:
the device comprises a first motor and a second motor which are arranged on one axle of front and rear axles, a first gear set connected with the first motor, a synchronous gear set connected with the second motor and a controller, wherein the synchronous gear set consists of a synchronizer and two gear sets;
the controller controls the synchronizer to be combined with one of the synchronous gear sets;
the first motor drives the first gear set to rotate, and the second motor drives a gear set combined with the synchronizer to jointly drive driving wheels respectively connected with the first gear set and the synchronous gear set to work.
Preferably, one of the synchronous gear sets is the first gear set.
A control method of a dual-motor automobile power system is applied to a controller in the dual-motor automobile power system in any one of the technical schemes, the system further comprises a first motor and a second motor which are arranged on one axle of a front axle and a rear axle, a first gear set connected with the first motor, and a synchronous gear set connected with the second motor, wherein the synchronous gear set is composed of a synchronizer and two gear sets, and the method comprises the following steps:
calculating an optimal wheel end torque value of the first motor according to the current vehicle speed value, a preset first motor circuit transmission ratio and a preset first motor efficiency map;
calculating a required torque value of the wheel end of the whole vehicle according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value of the first motor;
calculating a wheel end required torque value of the second motor according to the optimal wheel end torque value of the first motor and the whole vehicle wheel end required torque value;
determining a current gear position of the second motor, and acquiring a relative position relation between the current gear position and a gear curve generated in advance, wherein the current gear position comprises the current vehicle speed value and a wheel end required torque value of the second motor, and the gear curve comprises an upshift curve and a downshift curve;
when the current gear point of the second motor is positioned on the left side of the downshift curve, controlling the synchronizer to be combined with a gear set used for representing a low gear in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set combined with the synchronizer to jointly drive driving wheels connected with the first gear set and the synchronous gear set to work;
when the current gear point of the second motor is located on the right side of the gear-up curve, the synchronizer is controlled to be combined with a gear set used for representing a high gear in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives a gear set combined with the synchronizer to jointly drive driving wheels respectively connected with the first gear set and the synchronous gear set to work.
Preferably, the calculating an optimal wheel-end torque value of the first motor according to the current vehicle speed value, a preset first motor circuit transmission ratio and a preset first motor efficiency map includes:
calculating the current rotating speed value of the first motor according to the current vehicle speed value and the preset transmission ratio of the first motor circuit;
acquiring at least one first motor efficiency point corresponding to the current rotating speed value of the first motor from a preset first motor efficiency map, wherein the first motor efficiency point comprises a torque value and an efficiency value of the first motor;
determining a torque value contained in a first motor efficiency point with the maximum efficiency value as an optimal torque value of the first motor;
and calculating the optimal wheel end torque value of the first motor according to the optimal torque value of the first motor and the current rotating speed value of the first motor.
Preferably, calculating the torque value required by the wheel end of the whole vehicle according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value of the first motor and the current vehicle speed value, includes:
judging whether the optimal wheel end torque value of the first motor is zero or not;
when the optimal wheel end torque value of the first motor is zero, determining a required torque compensation value according to the current rotating speed value of the first motor;
when the optimal wheel end torque value of the first motor is not zero, determining a required torque compensation value as zero;
determining a wheel end torque demand value according to the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value;
and calculating the wheel end required torque value of the whole vehicle according to the required torque compensation value and the wheel end torque required value.
Preferably, the process of generating the gear curve in advance includes:
generating a first gear efficiency map of the second motor in a high gear according to a preset second motor circuit transmission ratio and a preset second motor efficiency map of the second motor in a high gear, and generating a second gear efficiency map of the second motor in a low gear according to the preset second motor circuit transmission ratio and the preset second motor efficiency map of the second motor in the low gear;
the first gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the high gear efficiency, and the second gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the low gear efficiency;
determining an optimal intersection point between the first gear efficiency map and the second gear efficiency map, and generating an optimal gear shifting curve according to the optimal intersection point; and translating the optimal gear shifting curve to the left according to a first preset vehicle speed interval to obtain a downshift curve, and translating the optimal gear shifting curve to the right according to a second preset vehicle speed interval to obtain an upshift curve.
A dual motor vehicle powertrain control apparatus comprising: the system comprises a first calculation module, a second calculation module, a third calculation module, a determination acquisition module, a first control module and a second control module, wherein the determination acquisition module comprises a gear curve generation unit;
the first calculation module is used for calculating the optimal wheel end torque value of the first motor according to the current vehicle speed value, the preset first motor circuit transmission ratio and the preset first motor efficiency map;
the second calculation module is used for calculating a required torque value of the wheel end of the whole vehicle according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value of the first motor;
the third calculation module is used for calculating a wheel end required torque value of the second motor according to the optimal wheel end torque value of the first motor and the whole vehicle wheel end required torque value;
the gear curve generating unit is used for generating gear curves in advance, and the gear curves comprise an upshift curve and a downshift curve;
the determination and acquisition module is used for determining a current gear position of the second motor and acquiring a relative position relation between the current gear position and a gear curve generated in advance, wherein the current gear position comprises the current vehicle speed value and a wheel end required torque value of the second motor;
the first control module is configured to control the synchronizer to be combined with a gear set used for representing a low gear in the synchronous gear set when a current gear point of the second motor is located on the left side of the downshift curve, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set combined with the synchronizer to jointly drive driving wheels connected with the first gear set and the synchronous gear set to work;
and the second control module is used for controlling the synchronizer to be combined with a gear set used for representing a high gear in the synchronous gear set when the current gear point of the second motor is positioned on the right side of the gear-up curve, so that the first motor drives the first gear set to rotate, and the second motor drives a gear set combined with the synchronizer to jointly drive the driving wheels respectively connected with the first gear set and the synchronous gear set to work.
Preferably, the first calculating module is specifically configured to:
calculating the current rotating speed value of the first motor according to the current vehicle speed value and the preset transmission ratio of the first motor circuit; acquiring at least one first motor efficiency point corresponding to the current rotating speed value of the first motor from a preset first motor efficiency map, wherein the first motor efficiency point comprises a torque value and an efficiency value of the first motor; determining a torque value contained in a first motor efficiency point with the maximum efficiency value as an optimal torque value of the first motor; and calculating the optimal wheel end torque value of the first motor according to the optimal torque value of the first motor and the current rotating speed value of the first motor.
Preferably, the second calculating module is specifically configured to:
judging whether the optimal wheel end torque value of the first motor is zero or not; when the optimal wheel end torque value of the first motor is zero, determining a required torque compensation value according to the current rotating speed value of the first motor; when the optimal wheel end torque value of the first motor is not zero, determining a required torque compensation value as zero; determining a wheel end torque demand value according to the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value; and calculating the wheel end required torque value of the whole vehicle according to the required torque compensation value and the wheel end torque required value.
Preferably, the gear curve generation unit is specifically configured to:
generating a first gear efficiency map of the second motor in a high gear according to a preset second motor circuit transmission ratio and a preset second motor efficiency map of the second motor in a high gear, and generating a second gear efficiency map of the second motor in a low gear according to the preset second motor circuit transmission ratio and the preset second motor efficiency map of the second motor in the low gear; the first gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the high gear efficiency, and the second gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the low gear efficiency; determining an optimal intersection point between the first gear efficiency map and the second gear efficiency map, and generating an optimal gear shifting curve according to the optimal intersection point; and translating the optimal gear shifting curve to the left according to a first preset vehicle speed interval to obtain a downshift curve, and translating the optimal gear shifting curve to the right according to a second preset vehicle speed interval to obtain an upshift curve.
Compared with the prior art, the invention has the following beneficial effects:
the double-motor automobile power system comprises the first motor and the second motor which are arranged on one axle of the front axle and the rear axle, and the first motor and the second motor can be driven together, so that the problem of power interruption caused by gear switching of the second motor is avoided; in addition, the first motor and the second motor are driven together, so that the dynamic property of the automobile is improved; further, since the synchronizer can be selectively combined with one of the synchronous gear sets according to the controller command, the optimal torque distribution between the two motors is realized, and the economical efficiency is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic diagram of a dual motor vehicle powertrain according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of another dual motor vehicle powertrain system provided in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of another dual motor vehicle powertrain system provided in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of another dual-motor vehicle powertrain according to an embodiment of the present invention;
FIG. 5 is a flowchart of a method for controlling a dual-motor vehicle powertrain according to an embodiment of the present invention;
FIG. 6 is a flowchart of a portion of a method for controlling a dual-motor vehicle powertrain according to an embodiment of the present invention;
FIG. 7 is a flowchart of another part of a method for controlling a dual-motor vehicle powertrain according to an embodiment of the present invention;
FIG. 8 is a flowchart of a method for controlling a dual-motor vehicle powertrain, according to an embodiment of the present invention;
FIG. 9 is a schematic illustration of an optimal shift curve provided by an embodiment of the present invention;
fig. 10 is a schematic structural diagram of a control device of a dual-motor vehicle power system according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention provides a double-motor automobile power system, which comprises: a first motor 10 and a second motor 20 disposed on one of the front and rear axles, a first gear set 30 connected to the first motor 10, a synchronous gear set 40 connected to the second motor 20, and a controller (not shown), wherein the synchronous gear set 40 is composed of a synchronizer 401 and two gear sets;
the controller controls the synchronizer 401 to be combined with one of the synchronous gear sets 40;
the first motor 10 drives the first gear set 30 to rotate, and the second motor 20 drives a gear set combined with the synchronizer 401 to drive the driving wheels respectively connected with the first gear set 30 and the synchronous gear set 40 to work together.
Preferably, one of the synchronous gear sets 40 is the first gear set 30 (the other gear set is 402), that is, the first motor and the second motor share the same first gear set, which realizes that one way transmission ratio of the second motor is the same as that of the first motor, thereby leading to a simple structure and lower cost of the three-motor vehicle power system.
Of course, the synchronous gear set 40 may also include a second gear set 402 and a third gear set 403 different from the first gear set, that is, the first motor and the second motor do not share a common gear set; therefore, the two transmission ratios of the second motor are different from the transmission ratio of the first motor, so that more speed ratio combinations are generated, and a larger speed ratio optimization space is provided.
The direction indicated by the arrow in fig. 1 and 2 is the forward direction of the vehicle, the synchronous gear set 40 (not shown) includes a third gear set 402 and a fourth gear set 403, the first motor 10 and the second motor 20 are disposed on the front axle in fig. 1, and the first motor 10 and the second motor 20 are disposed on the rear axle in fig. 2.
The direction indicated by the arrows in fig. 3 and 4 is the forward direction of the vehicle, the synchronous gear set 40 (not shown) includes a first gear set 30 and another gear set 402, the first motor 10 and the second motor 20 are disposed on the front axle in fig. 3, and the first motor 10 and the second motor 20 are disposed on the rear axle in fig. 4.
According to the dual-motor automobile power system provided by the embodiment of the invention, the first motor and the second motor can be driven together, so that the problem of power interruption when the second motor is used for gear switching is avoided; in addition, the first motor and the second motor are driven together, so that the dynamic property of the automobile is improved; further, since the synchronizer can be selectively combined with one of the synchronous gear sets according to the controller command, the optimal torque distribution between the two motors is realized, and the economical efficiency is improved.
Based on the dual-motor automobile power system provided by the embodiment, the embodiment of the invention discloses a dual-motor automobile power system control method, which is applied to a controller in any dual-motor automobile power system, and a flow chart of the method is shown in fig. 5, and comprises the following steps:
s10, calculating the optimal wheel end torque value of the first motor according to the current vehicle speed value, the preset first motor circuit transmission ratio and the preset first motor efficiency map;
in the process of executing step S10, the first motor efficiency map is measured in advance through a bench test and is used to represent a curve representing the relationship among the current rotation speed of the first motor, the wheel end torque and the first motor efficiency, and the transmission ratio of the first motor is determined by the gear size and the gear data of the first motor;
in a specific implementation process, in step S10, "calculating an optimal wheel-end torque value of the first motor according to the current vehicle speed value, the preset first motor-path transmission ratio, and the preset first motor efficiency map" may specifically adopt the following steps, and a flowchart of the method is shown in fig. 6:
s101, calculating the current rotating speed value of a first motor according to the current vehicle speed value and the preset transmission ratio of a first motor circuit;
in the process of executing step S101, the current rotation speed value of the first motor may be calculated according to the following formula (1):
SpdEM1＝γ*V*GREM1 (1)
wherein, SpdEM1Is the current rotation speed value of the first motor, gamma is the preset influence factor value, V is the current vehicle speed value, GREM1The transmission ratio of the first motor circuit is preset.
S102, acquiring at least one first motor efficiency point corresponding to the current rotating speed value of a first motor from a preset first motor efficiency map, wherein the first motor efficiency point comprises a torque value and an efficiency value of the first motor;
in the process of executing step S102, a first motor efficiency map is preset as a curve for describing a relationship among a current rotation speed of the first motor, a wheel end torque, and a first motor efficiency, and is a three-dimensional curve, and at least one first motor efficiency point formed by a torque value and an efficiency value of the first motor may be determined according to the current rotation speed value of the first motor.
S103, determining a torque value contained in a first motor efficiency point with the maximum efficiency value as an optimal torque value of the first motor;
s104, calculating an optimal wheel end torque value of the first motor according to the optimal torque value of the first motor and the current rotating speed value of the first motor;
in the process of executing step S104, the optimal wheel-end torque value of the first electric machine may be calculated according to the following equation (2):
TrqEM1atwheel＝TrqEM1*GREM1*EffiEM1GB(SpdEM1，TrqEM1) (2)
wherein, TrqEM1atwheelFor an optimum wheel end torque value, Trq, of the first electric machineEM1For an optimal torque value, Effi, of the first electric machineEM1GBIs the transmission efficiency of the first motor, wherein the transmission efficiency Effi of the first motor isEM1GBIs determined by the current speed value Spd of the first motorEM1And an optimum wheel end torque value Trq of the first electric machineEM1And (6) determining.
S20, calculating the required torque value of the wheel end of the whole vehicle according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value of the first motor;
in the specific implementation process, step S20 "calculating the vehicle wheel end required torque value according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value of the first motor" may specifically adopt the following steps, and a flowchart of the method is shown in fig. 7:
s201, judging whether the optimal wheel end torque value of the first motor is zero or not; when the optimal wheel end torque value of the first motor is zero, executing step S202; when the optimal wheel end torque value of the first motor is not zero, executing step S203;
s202, determining a required torque compensation value according to the current rotating speed value of the first motor;
in the process of executing step S202, a required torque compensation value corresponding to the current rotation speed value of the first electric machine may be determined according to a preset mapping relationship between the rotation speed and the required torque compensation, and of course, the required torque compensation value may also be specifically set according to actual needs, for example, the required torque compensation value is set to a fixed value.
S203, determining the required torque compensation value as zero;
s204, determining a wheel end torque demand value according to the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value;
in the process of executing step S204, a required torque compensation value corresponding to an accelerator pedal depth value, an accelerator pedal depth value and a current vehicle speed value may be determined according to a preset mapping relationship between an accelerator pedal depth, a vehicle speed and a wheel end torque requirement.
S205, calculating a finished vehicle wheel end required torque value according to the required torque compensation value and the wheel end torque required value;
in the process of executing step S205, the vehicle wheel end required torque value may be calculated according to the following formula (3):
Trqvehreqatwheel＝Trqvehreqatwheel1+Trqvehreqatwheel2 (3)
wherein, TrqvehreqatwheelIs the torque value required by the wheel end of the whole vehicle, Trqvehreqatwheel1For the compensation value of the required torque, Trqvehreqatwhe2elThe wheel end torque demand value.
S30, calculating a wheel end required torque value of a second motor according to the optimal wheel end torque value of the first motor and the whole vehicle wheel end required torque value;
in the process of executing step S30, the wheel-end required torque value of the second electric machine may be calculated according to the following equation (4):
TrqEM2atwheel＝Trqvehreqatwheel-TrqEM1atwheel (4)
wherein, TrqEM2atwheelThe wheel end required torque value of the second electric machine.
S40, determining a current gear position of the second motor, and acquiring a relative position relation between the current gear position and a gear curve generated in advance, wherein the current gear position comprises a current vehicle speed value and a wheel end required torque value of the second motor, and the gear curve comprises an upshift curve and a downshift curve;
in the process of step S40, the relative position relationship between the current shift point and the shift curve can be determined according to the coordinate values of the current shift point of the second electric machine in the vehicle speed-wheel end torque coordinate system (the current vehicle speed value, the wheel end required torque value of the second electric machine).
In a specific implementation process, the "process of generating a shift curve in advance" in step S40 may specifically adopt the following steps, and a flowchart of the method is shown in fig. 8:
s401, generating a first gear efficiency map of the second motor in the high gear according to a preset second motor circuit transmission ratio and a preset second motor efficiency map of the second motor in the high gear, and generating a second gear efficiency map of the second motor in the low gear according to the preset second motor circuit transmission ratio and the preset second motor efficiency map of the second motor in the low gear;
the first gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the high gear efficiency, and the second gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the low gear efficiency;
in the process of executing step S401, the second motor efficiency map is measured in advance through a bench test, and is used to represent a curve of a relationship between the current rotation speed of the second motor, the wheel end torque, and the second motor efficiency, and since a linear relationship exists between the current rotation speed of the second motor and the current vehicle speed, a gear efficiency map of the second motor in each gear may be generated in combination with the second motor efficiency map.
S402, determining an optimal intersection point between the first gear efficiency map and the second gear efficiency map, and generating an optimal gear shifting curve according to the optimal intersection point;
in the process of executing step S402, for a vehicle speed and a wheel end torque coordinate value in the vehicle speed-wheel end torque coordinate system, a corresponding efficiency value may be obtained from the first gear efficiency map and the second gear efficiency map, so as to determine a gear with a higher efficiency value, and perform calibration of the corresponding gear for the vehicle speed and the wheel end torque coordinate value, according to this method, a calibration limit of a first gear calibration point and a second gear calibration point in the vehicle speed-wheel end torque coordinate system may be determined, the calibration point on this calibration limit is an optimal intersection point between the first gear efficiency map and the second gear efficiency map, an optimal shift curve may be generated by connecting the optimal intersection point, as shown in fig. 9, a thin black solid line is the first gear efficiency map of the second motor, a dash-dot line is the second gear efficiency map of the second motor, a thick black coil is an intersection point where the second motor works at the first gear and the second gear with the optimal efficiency, i.e. the optimal junction point, the solid black line is the optimal shift curve.
And S403, translating the optimal gear shifting curve to the left according to a first preset vehicle speed interval to obtain a downshift curve, and translating the optimal gear shifting curve to the right according to a second preset vehicle speed interval to obtain an upshift curve.
In the process of step S403, the downshift curve can be obtained by shifting the optimal shift curve to the left by a first preset vehicle speed interval, and the upshift curve can be obtained by shifting the optimal shift curve to the right by a second preset vehicle speed interval.
S50, when the current gear position of the second motor is located at the left side of the downshift curve, controlling the synchronizer to be combined with the gear set which is used for representing the low gear in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives the gear set which is combined with the synchronizer to drive the driving wheels which are respectively connected with the first gear set and the synchronous gear set to work together;
and S60, when the current gear position of the second motor is located on the right side of the gear-up curve, controlling the synchronizer to be combined with the gear set which is used for representing the high gear in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set which is combined with the synchronizer to jointly drive the driving wheels which are respectively connected with the first gear set and the synchronous gear set to work.
The above steps S101 to S104 are only a preferred implementation manner of the process of calculating the optimal wheel end torque value of the first motor according to the current vehicle speed value, the preset first motor circuit transmission ratio and the preset first motor efficiency map in step S10 "disclosed in the embodiment of the present application, and the specific implementation manner related to this process may be arbitrarily set according to the own requirements, which is not limited herein.
The above steps S201 to S205 are only one preferable implementation manner of the process of calculating the vehicle wheel end required torque value according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value of the first motor in step S20 disclosed in this embodiment, and the specific implementation manner of this process may be arbitrarily set according to its own requirements, which is not limited herein.
The above steps S401 to S403 are only one preferred implementation of the "gear curve pre-generation" process in step S40 disclosed in the embodiment of the present application, and the specific implementation of this process may be arbitrarily set according to its own requirements, and is not limited herein.
According to the control method of the dual-motor automobile power system, the synchronizer is controlled to be selectively combined with one gear set in the synchronous gear set, so that the optimal torque distribution between the two motors is realized, and the economical efficiency is improved.
Based on the control method of the dual-motor automobile power system provided by the above embodiment, the embodiment of the present invention discloses a dual-motor automobile power system control apparatus, as shown in fig. 10, including: the system comprises a first calculation module 101, a second calculation module 102, a third calculation module 103, a determination acquisition module 104, a first control module 105 and a second control module 106, wherein the determination acquisition module 104 comprises a gear curve generation unit 1041;
the first calculation module 101 is configured to calculate an optimal wheel end torque value of the first motor according to a current vehicle speed value, a preset first motor transmission ratio and a preset first motor efficiency map;
the second calculation module 102 is configured to calculate a vehicle wheel end required torque value according to the optimal wheel end torque value of the first motor, the accelerator pedal depth value, the brake pedal depth value, and the current vehicle speed value;
the third calculation module 103 is configured to calculate a wheel end required torque value of the second motor according to the optimal wheel end torque value of the first motor and the vehicle wheel end required torque value;
a gear curve generation unit 1041 for generating gear curves in advance, the gear curves including an upshift curve and a downshift curve;
the determining and obtaining module 104 is configured to determine a current gear position of the second motor, and obtain a relative position relationship between the current gear position and a gear curve generated in advance, where the current gear position includes a current vehicle speed value and a wheel end required torque value of the second motor;
the first control module 105 is configured to, when the current shift position of the second motor is located on the left side of the downshift curve, control the synchronizer to combine with a gear set in the synchronous gear set, where the gear set is used for representing a low shift, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set that is combined with the synchronizer to jointly drive the driving wheels that are respectively connected with the first gear set and the synchronous gear set to work;
and the second control module 106 is configured to, when the current shift position of the second motor is located on the right side of the upshift curve, control the synchronizer to combine with a gear set used for representing a high shift in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set combined with the synchronizer to jointly drive the driving wheels connected to the first gear set and the synchronous gear set respectively to work.
Preferably, the first calculating module 101 is specifically configured to:
calculating the current rotating speed value of the first motor according to the current vehicle speed value and the preset transmission ratio of the first motor circuit; acquiring at least one first motor efficiency point corresponding to the current rotating speed value of the first motor from a preset first motor efficiency map, wherein the first motor efficiency point comprises a torque value and an efficiency value of the first motor; determining a torque value contained in a first motor efficiency point with the maximum efficiency value as an optimal torque value of the first motor; and calculating the optimal wheel end torque value of the first motor according to the optimal torque value of the first motor and the current rotating speed value of the first motor.
Preferably, the second calculating module 102 is specifically configured to:
judging whether the optimal wheel end torque value of the first motor is zero or not; when the optimal wheel end torque value of the first motor is zero, determining a required torque compensation value according to the current rotating speed value of the first motor; when the optimal wheel end torque value of the first motor is not zero, determining the required torque compensation value as zero; determining a wheel end torque demand value according to the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value; and calculating the wheel end required torque value of the whole vehicle according to the required torque compensation value and the wheel end torque required value.
Preferably, the shift curve generating unit 1041 is specifically configured to:
generating a first gear efficiency map of the second motor in the high gear according to a preset second motor circuit transmission ratio and a preset second motor efficiency map of the second motor in the high gear, and generating a second gear efficiency map of the second motor in the low gear according to the preset second motor circuit transmission ratio and the preset second motor efficiency map of the second motor in the low gear; the first gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the high gear efficiency, and the second gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the low gear efficiency; determining an optimal intersection point between the first gear efficiency map and the second gear efficiency map, and generating an optimal gear shifting curve according to the optimal intersection point; and translating the optimal gear shifting curve leftwards according to a first preset vehicle speed interval to obtain a downshift curve, and translating the optimal gear shifting curve rightwards according to a second preset vehicle speed interval to obtain an upshift curve.
According to the control device of the dual-motor automobile power system, the synchronizer is controlled to be selectively combined with one gear set in the synchronous gear set, so that the optimal torque distribution between the two motors is realized, and the economical efficiency is improved.
The dual-motor automobile power system, the control method and the control device thereof provided by the invention are described in detail, specific examples are applied in the description to explain the principle and the implementation mode of the invention, and the description of the embodiments is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.
It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include or include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (6)
1. A dual motor vehicle powertrain, comprising:
the device comprises a first motor and a second motor which are arranged on one axle of front and rear axles, a first gear set connected with the first motor, a synchronous gear set connected with the second motor and a controller, wherein the synchronous gear set consists of a synchronizer and two gear sets;
the controller controls the synchronizer to be combined with one of the synchronous gear sets;
the first motor drives the first gear set to rotate, and the second motor drives a gear set combined with the synchronizer to jointly drive driving wheels connected with the first gear set and the synchronous gear set to work;
the system is used for calculating the current rotating speed value of the first motor according to the current vehicle speed value and the preset transmission ratio of the first motor circuit; acquiring at least one first motor efficiency point corresponding to the current rotating speed value of the first motor from a preset first motor efficiency map, wherein the first motor efficiency point comprises a torque value and an efficiency value of the first motor; determining a torque value contained in a first motor efficiency point with the maximum efficiency value as an optimal torque value of the first motor; calculating an optimal wheel end torque value of the first motor according to the optimal torque value of the first motor and the current rotating speed value of the first motor, wherein the preset first motor efficiency map is a curve which is measured in advance through a bench test and is used for representing the relationship among the current rotating speed of the first motor, the wheel end torque and the first motor efficiency, and the transmission ratio of the first motor is determined by the gear size and the gear data of the first motor;
calculating a required torque value of the wheel end of the whole vehicle according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value of the first motor;
calculating a wheel end required torque value of the second motor according to the optimal wheel end torque value of the first motor and the whole vehicle wheel end required torque value;
determining a current gear position of the second motor, and acquiring a relative position relation between the current gear position and a gear curve generated in advance, wherein the current gear position comprises the current vehicle speed value and a wheel end required torque value of the second motor, and the gear curve comprises an upshift curve and a downshift curve;
when the current gear point of the second motor is positioned on the left side of the downshift curve, controlling the synchronizer to be combined with a gear set used for representing a low gear in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set combined with the synchronizer to jointly drive driving wheels connected with the first gear set and the synchronous gear set to work;
when the current gear point of the second motor is located on the right side of the gear-up curve, controlling the synchronizer to be combined with a gear set used for representing a high gear in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set combined with the synchronizer to jointly drive driving wheels connected with the first gear set and the synchronous gear set to work;
the generation process of the pre-generated gear curve comprises the following steps:
generating a first gear efficiency map of the second motor in a high gear according to a preset second motor circuit transmission ratio and a preset second motor efficiency map of the second motor in a high gear, and generating a second gear efficiency map of the second motor in a low gear according to the preset second motor circuit transmission ratio and the preset second motor efficiency map of the second motor in the low gear;
the first gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the high gear efficiency, and the second gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the low gear efficiency;
determining an optimal intersection point between the first gear efficiency map and the second gear efficiency map, and generating an optimal gear shifting curve according to the optimal intersection point; and translating the optimal gear shifting curve to the left according to a first preset vehicle speed interval to obtain a downshift curve, and translating the optimal gear shifting curve to the right according to a second preset vehicle speed interval to obtain an upshift curve.
2. The system of claim 1, wherein one of the synchronous gear sets is the first gear set.
3. A control method of a dual-motor vehicle power system, which is applied to a controller of the dual-motor vehicle power system of claim 1 or 2, the system further comprising a first motor and a second motor disposed on one of front and rear axles, a first gear set connected to the first motor, and a synchronous gear set connected to the second motor, wherein the synchronous gear set is composed of a synchronizer and two gear sets, the method comprising:
calculating an optimal wheel end torque value of the first motor according to the current vehicle speed value, a preset first motor circuit transmission ratio and a preset first motor efficiency map;
calculating a required torque value of the wheel end of the whole vehicle according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value of the first motor;
calculating a wheel end required torque value of the second motor according to the optimal wheel end torque value of the first motor and the whole vehicle wheel end required torque value;
determining a current gear position of the second motor, and acquiring a relative position relation between the current gear position and a gear curve generated in advance, wherein the current gear position comprises the current vehicle speed value and a wheel end required torque value of the second motor, and the gear curve comprises an upshift curve and a downshift curve;
when the current gear point of the second motor is positioned on the left side of the downshift curve, controlling the synchronizer to be combined with a gear set used for representing a low gear in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set combined with the synchronizer to jointly drive driving wheels connected with the first gear set and the synchronous gear set to work;
when the current gear point of the second motor is located on the right side of the gear-up curve, the synchronizer is controlled to be combined with a gear set used for representing a high gear in the synchronous gear set, so that the first motor drives the first gear set to rotate, and the second motor drives a gear set combined with the synchronizer to jointly drive driving wheels respectively connected with the first gear set and the synchronous gear set to work.
4. The method of claim 3, wherein calculating an overall vehicle wheel end demand torque value as a function of the optimal wheel end torque value, accelerator pedal depth value, brake pedal depth value, and the current vehicle speed value for the first electric machine comprises:
judging whether the optimal wheel end torque value of the first motor is zero or not;
when the optimal wheel end torque value of the first motor is zero, determining a required torque compensation value according to the current rotating speed value of the first motor;
when the optimal wheel end torque value of the first motor is not zero, determining a required torque compensation value as zero;
determining a wheel end torque demand value according to the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value;
and calculating the wheel end required torque value of the whole vehicle according to the required torque compensation value and the wheel end torque required value.
5. A dual motor vehicle powertrain control apparatus, comprising: the system comprises a first calculation module, a second calculation module, a third calculation module, a determination acquisition module, a first control module and a second control module, wherein the determination acquisition module comprises a gear curve generation unit;
the first calculation module is used for calculating an optimal wheel end torque value of the first motor according to a current vehicle speed value, a preset first motor circuit transmission ratio and a preset first motor efficiency map, wherein the preset first motor efficiency map is a curve which is measured in advance through a bench test and is used for representing the relationship among the current rotating speed, the wheel end torque and the first motor efficiency of the first motor, and the first motor circuit transmission ratio is determined by the gear size and the gear data of the first motor;
the second calculation module is used for calculating a required torque value of the wheel end of the whole vehicle according to the optimal wheel end torque value, the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value of the first motor;
the third calculation module is used for calculating a wheel end required torque value of a second motor according to the optimal wheel end torque value of the first motor and the whole vehicle wheel end required torque value;
the gear curve generating unit is used for generating gear curves in advance, and the gear curves comprise an upshift curve and a downshift curve;
the determination and acquisition module is used for determining a current gear position of the second motor and acquiring a relative position relation between the current gear position and a gear curve generated in advance, wherein the current gear position comprises the current vehicle speed value and a wheel end required torque value of the second motor;
the first control module is used for controlling a synchronizer to be combined with a gear set which is used for representing a low gear in a synchronous gear set when a current gear point of the second motor is positioned on the left side of the downshift curve, so that the first motor drives a first gear set to rotate, and the second motor drives a gear set which is combined with the synchronizer to jointly drive driving wheels which are respectively connected with the first gear set and the synchronous gear set to work;
the second control module is configured to control the synchronizer to be combined with a gear set used for representing a high gear in the synchronous gear set when a current gear point of the second motor is located on the right side of the upshift curve, so that the first motor drives the first gear set to rotate, and the second motor drives one gear set combined with the synchronizer to jointly drive driving wheels connected to the first gear set and the synchronous gear set to work;
the first calculation module is specifically configured to:
calculating the current rotating speed value of the first motor according to the current vehicle speed value and the preset transmission ratio of the first motor circuit; acquiring at least one first motor efficiency point corresponding to the current rotating speed value of the first motor from a preset first motor efficiency map, wherein the first motor efficiency point comprises a torque value and an efficiency value of the first motor; determining a torque value contained in a first motor efficiency point with the maximum efficiency value as an optimal torque value of the first motor; calculating an optimal wheel end torque value of the first motor according to the optimal torque value of the first motor and the current rotating speed value of the first motor;
the gear curve generation unit is specifically configured to:
generating a first gear efficiency map of the second motor in a high gear according to a preset second motor circuit transmission ratio and a preset second motor efficiency map of the second motor in a high gear, and generating a second gear efficiency map of the second motor in a low gear according to the preset second motor circuit transmission ratio and the preset second motor efficiency map of the second motor in the low gear; the first gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the high gear efficiency, and the second gear efficiency map is used for representing the relation among the vehicle speed, the gear wheel end torque and the low gear efficiency; determining an optimal intersection point between the first gear efficiency map and the second gear efficiency map, and generating an optimal gear shifting curve according to the optimal intersection point; and translating the optimal gear shifting curve to the left according to a first preset vehicle speed interval to obtain a downshift curve, and translating the optimal gear shifting curve to the right according to a second preset vehicle speed interval to obtain an upshift curve.
6. The apparatus of claim 5, wherein the second computing module is specifically configured to:
judging whether the optimal wheel end torque value of the first motor is zero or not; when the optimal wheel end torque value of the first motor is zero, determining a required torque compensation value according to the current rotating speed value of the first motor; when the optimal wheel end torque value of the first motor is not zero, determining a required torque compensation value as zero; determining a wheel end torque demand value according to the accelerator pedal depth value, the brake pedal depth value and the current vehicle speed value; and calculating the wheel end required torque value of the whole vehicle according to the required torque compensation value and the wheel end torque required value.
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| CN110466362A (en) * | 2019-08-23 | 2019-11-19 | 山西百森科技发展有限公司 | The efficient speed change gear of electric automobile energy saving and its control method |
| CN110758116A (en) * | 2019-11-04 | 2020-02-07 | 姚福来 | Method for determining energy-saving optimizing switching point of electric vehicle and operation method |
| CN110962625B (en) * | 2019-12-25 | 2022-05-03 | 奇瑞汽车股份有限公司 | Automobile torque distribution method, device, equipment and storage medium based on double motors |
| CN114103623B (en) * | 2022-01-27 | 2022-04-12 | 坤泰车辆***(常州)股份有限公司 | Pure electric mode torque distribution method of dual-motor hybrid drive system |
| CN115027244A (en) * | 2022-05-25 | 2022-09-09 | 浙江鑫可传动科技有限公司 | Double-motor two-gear transmission for electric automobile |
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