CN111002974A - Torque distribution method for double-motor control system of electric vehicle - Google Patents
Torque distribution method for double-motor control system of electric vehicle Download PDFInfo
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- CN111002974A CN111002974A CN201911362258.5A CN201911362258A CN111002974A CN 111002974 A CN111002974 A CN 111002974A CN 201911362258 A CN201911362258 A CN 201911362258A CN 111002974 A CN111002974 A CN 111002974A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/064—Degree of grip
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
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Abstract
The invention discloses a torque distribution method for a double-motor control system of an electric vehicle, wherein a double-motor driving device comprises a first electric driving assembly and a second electric driving assembly, wherein the first electric driving assembly is used for providing driving force for a first wheel, the second electric driving assembly is used for providing driving force for a second wheel, the first electric driving assembly comprises a main driving motor, and the second electric driving assembly comprises an auxiliary driving motor; and selectively executing a dynamic driving strategy and an economical driving strategy based on the driving requirement, and controlling the dual-motor driving device to output torque. According to the torque distribution method for the electric vehicle double-motor control system, the corresponding dynamic or economic driving strategy is executed based on the driving requirement, and the driving dynamic and economic experience is improved.
Description
Technical Field
The invention belongs to the technical field of new energy automobiles, and particularly relates to a torque distribution method for a double-motor control system of an electric vehicle.
Background
With the gradual trend of the market demand of pure electric vehicles to large space and strong performance, the power distribution quantity of B-level and C-level passenger vehicles and medium-and-large-sized SUV products is continuously increased, the preparation quality of the B-level and C-level passenger vehicles is close to 2T or even exceeds 2T, the power demand of driving motors is also continuously increased, the single-motor driving scheme adopted by most vehicle types in the market at present is continuously increased in motor power, the volume and the quality are also continuously increased, the bus voltage and the current are increased, the bus voltage and the bus current are increased, the driving system is used in a full speed range, the efficiency of the driving system is low, the energy consumption is high, the component manufacturing. Therefore, the dual-motor and multi-motor combined matching driving scheme has become a technological development trend.
The double-motor and multi-motor combined matching driving scheme mainly comprises an integrated type and a split type: for the integrated scheme, the motor and the motor are connected and coupled by adopting a mechanical structure, the rotating speed coupling is stable, the transmission efficiency is high, but the integrated structure is complex, the cost is high, the four-wheel drive scheme also needs a conventional power splitting and transmission system, occupies a large amount of vehicle body space and is not beneficial to the improvement of the battery pack space and the energy density of the electric vehicle; for the split type scheme, the structure is simple and compact, the power density is high, the driving control system is independent, and the split type driving control system has the advantages of being beneficial to general arrangement, driving comfort and the like. However, the existing split scheme cannot efficiently distribute the torque among the motors, and cannot ensure the coupling synchronization of the rotating speeds of the motors in the four-wheel drive mode, so that the power loss is increased, and the safety and the economy of the vehicle are improved.
And the existing double-motor vehicle type relies on too many man-made driving mode settings, the coupling efficiency of the system is low, the system cost is high, and the driving economy is poor.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a torque distribution method of a double-motor control system of an electric vehicle, and aims to improve the driving dynamic property and the driving economical efficiency.
In order to achieve the purpose, the invention adopts the technical scheme that: the torque distribution method of the double-motor control system of the electric vehicle comprises a first electric drive assembly and a second electric drive assembly, wherein the first electric drive assembly is used for providing driving force for a first wheel, the second electric drive assembly is used for providing driving force for a second wheel, the first electric drive assembly comprises a main drive motor, and the second electric drive assembly comprises an auxiliary drive motor; and selectively executing a dynamic driving strategy and an economical driving strategy based on the driving requirement, and controlling the dual-motor driving device to output torque.
When a dynamic driving strategy is executed, the output torque of the main driving motor and/or the auxiliary driving motor is MIN (the torque can be output by the motor and corresponds to the critical torque of the wheel slip of the shafting).
The critical torque of the corresponding shafting wheel slip is F psi r, wherein F is the normal force of the wheel, r is the rolling radius of the wheel, and psi is the road adhesion coefficient;
front wheel normal force FFront sideG (b) cos α/L-h sin α/L) -C A P (u ^2)/2-G h a'/(G ^ L), and the rear axial normal force FRear endG (a × cos α/L + h × sin α/L) -C × a × p (u ^2)/2+ G × h a '/(G × L) ', where G is the vehicle gravity, a is the distance between the vehicle center of mass and the front axis, b is the distance between the vehicle center of mass and the rear axis, L is the vehicle axle distance, L ═ a + b, h is the vehicle center of mass height, α is the angle of the road slope in which it is located, C is the vehicle air damping coefficient, a is the vehicle frontal area, p is the air density, u is the vehicle speed, a ' is the vehicle acceleration, and G is the gravitational acceleration.
And when the dynamic driving strategy is executed, calculating the output torques of the main driving motor and the auxiliary driving motor according to the vehicle running parameters and the working mode of the vehicle.
The vehicle operation parameters comprise the electric quantity SOC of the power battery, the vehicle speed and the transmission efficiency of the first electric drive assembly and the second electric drive assembly.
The working modes of the vehicle comprise an auxiliary motor independent working mode, a main motor independent working mode, a double-motor torque coupling working mode and a double-motor rotating speed coupling working mode.
When the vehicle is in a double-motor torque coupling working mode, the VCU acquires the current rotating speed of the main driving motor, calculates the expected rotating speed of the auxiliary driving motor, and enables the actual rotating speed of the auxiliary driving motor to be consistent with the expected rotating speed by correcting the torque ratio of the main driving motor to the auxiliary driving motor.
And when the vehicle is in a dual-motor torque coupling working mode, if the ESP has a torque compensation request, the ESP torque compensation value is taken as the highest priority to execute, and the torque ratio of the main driving motor and the auxiliary driving motor is updated and the speed is adjusted.
According to the torque distribution method for the electric vehicle double-motor control system, the corresponding dynamic or economic driving strategy is executed based on the driving requirement, and the driving dynamic and economic experience is improved.
Drawings
The description includes the following figures, the contents shown are respectively:
FIG. 1 is a schematic diagram of a dual motor control system;
FIG. 2 is a schematic diagram of drive mode switching for efficiency optimization;
FIG. 3 is a schematic diagram of mode selection for a torque split strategy;
labeled as: 1. a first wheel; 2. a second wheel; 3. a main drive motor; 4. an auxiliary drive motor; 5. a main motor controller; 6. an auxiliary motor controller; 7. and a power battery.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.
As shown in fig. 1 to 3, the present invention provides a torque distribution method for a dual-motor control system of an electric vehicle, in which a dual-motor drive device includes a first electric drive assembly for providing driving force to a first wheel in a same row and a second electric drive assembly for providing driving force to a second wheel in the same row, the first electric drive assembly includes a primary drive motor, and the second electric drive assembly includes a secondary drive motor; and selectively executing a dynamic driving strategy and an economical driving strategy based on the driving requirement, and controlling the dual-motor driving device to output torque.
Specifically, the invention relates to a torque distribution method of a control system with a split type scheme of double motors, which aims to efficiently distribute torque between the double motors under various driving road conditions and driving modes of a vehicle, give consideration to driving dynamic property and vehicle use economy and improve vehicle safety. Meanwhile, the invention is suitable for the range-extending electric vehicle with double motors distributed on the front and rear shafts, and the torque distribution of the control system of the driving scheme of the hybrid electric vehicle and the multi-motor wheel-side motor and the hub motor similar to the split structure scheme can be used for reference.
As shown in fig. 1, two first wheels are provided, and two second wheels are provided, two first wheels are mounted on the first transmission shaft, and two second wheels are mounted on the second transmission shaft. The first electric drive assembly further comprises a first speed reducer connected with the main drive motor, the first speed reducer is connected with a first transmission shaft through a differential, and the first wheel is arranged on the first transmission shaft. The second electric drive assembly further comprises a second speed reducer connected with the auxiliary drive motor, the second speed reducer is connected with a second transmission shaft through a differential, and a second wheel is arranged on the second transmission shaft. When the first wheel is the front wheel of the electric vehicle, the second wheel is the rear wheel of the electric vehicle; on the contrary, when the first wheel is the rear wheel of the electric vehicle, the second wheel is the front wheel of the electric vehicle.
Power battery and Battery Management System (BMS) are integrated in the battery box, and the battery box is arranged in vehicle middle part underfloor below, and power battery provides the electric energy for main driving motor and supplementary driving motor, and torque distribution control system mainly comprises Vehicle Control Unit (VCU), automobile body stable system (ESP), main Motor Controller (MCU), supplementary Motor Controller (MCU) and Battery Management System (BMS) through CAN communication connection.
As shown in fig. 1, the first electric drive assembly further includes a main motor controller, the main drive motor being integrated with the first speed reducer and the main motor controller, or the main drive motor being integrated with the main motor controller. The second electric drive assembly further comprises an auxiliary motor controller, wherein the auxiliary drive motor is integrated with the second speed reducer and the auxiliary motor controller, or the auxiliary drive motor is integrated with the auxiliary motor controller. The two sets of electric drive assemblies are both motors and directly connected with the speed reducer, the differential mechanism in the speed reducer is directly connected with the transmission shaft, an additional clutch or a power coupling device is not needed, the system efficiency is high, the structure is simple and reliable, and the cost is low.
In the invention, the main driving motor and the auxiliary driving motor can be two motors with the same type or the same type, and can also be motors with different types or different types. If the main driving motor and the auxiliary driving motor are different types of motors, the main driving motor is a high-power motor, and the auxiliary driving motor is a low-power motor. If the main driving motor and the auxiliary driving motor are different types of motors, the main driving motor is a permanent magnet synchronous motor, and the auxiliary driving motor is an alternating current asynchronous motor. If the main driving motor and the auxiliary driving motor are the same type and the same model, the motor with large axle load is selected as the main driving motor, and the motor with small axle load is selected as the auxiliary driving motor.
The main function of the vehicle body stabilizing system (ESP) is to keep the vehicle body stable under various road type working conditions, the wheel speed of the four wheels is normal and does not slip, and the function of the ESP is realized by controlling the braking torque of the four wheels respectively or sending out a driving torque compensation requirement.
The main function of a Battery Management System (BMS) is to maintain a safe, reliable and efficient charging and discharging of the battery throughout its life cycle, and the embodiments associated with the system are to signal battery power (SOC) and power battery voltage, current, maximum allowable discharge power, charge power, etc. in real time.
The motor controller has the main functions of receiving a torque instruction or a rotating speed instruction of a system, realizing the torque and power output of the motor for driving through the three-phase current control of the inverter and simultaneously generating the maximum power and the torque which are allowed to be executed by the electric driving system in real time.
According to the structural characteristics of the double motors, the working states of the double motors are embodied in four working modes of a vehicle, an auxiliary motor independent working mode, a main motor independent working mode, a double-motor torque coupling working mode and a double-motor rotating speed coupling working mode require that the main motor independent working area is larger than the auxiliary motor working area, the double-motor combined working area is larger than the single-motor working area, and the working efficiency of a double-motor system is significant; specifically, as shown in the schematic diagram of fig. 2, the vehicle speed and torque parameters related to the switching of the working mode are changed according to the change of parameters such as the electric quantity SOC, the efficiency of the motor and the MCU system.
The main functions of the Vehicle Control Unit (VCU) are to collect vehicle information, analyze the driving requirements of the user, calculate the required torque, and allocate the optimal main and auxiliary MCU torque ratios according to the relevant system limiting parameters and in combination with the relevant algorithms, so as to meet the economic driving and dynamic driving requirements of the vehicle (the functional schematic diagram is shown in fig. 3).
Vehicle information acquired by the VCU mainly comprises signals such as the gradient of a road where the vehicle is located, a driving mode set by a driver, an accelerator pedal and the like; the slope gradient of the slope can be a signal sent by an independent gradient sensor, and can also be a gradient signal sent by an ESP or other electronic systems; the driving mode set by the driver refers to an economy mode or a power mode and the like which are independently arranged on the vehicle; the accelerator pedal refers to analog quantity voltage of the stepping depth of the accelerator pedal or the corresponding pedal opening percentage after calculation.
The VCU analyzes the driving requirements of the user, and if the vehicle has independent driving mode setting, and is set to be a power mode or a four-wheel drive mode and the like, the torque distribution control system executes a dynamic driving strategy; if the vehicle is set to be in an economical driving mode or an automatic driving mode and the like, when the torque distribution control system detects that the opening degree of an accelerator pedal of the vehicle is larger than a set value, if the opening degree of the accelerator pedal is larger than 75%, the torque distribution control system executes a dynamic driving strategy, otherwise, the torque distribution control system executes an economical driving strategy, wherein the opening degree of the accelerator pedal of 75% is a reference standard quantity and is specifically calibrated according to the driving and experience conditions of the vehicle.
When the torque distribution control system executes a dynamic driving strategy, the output torque of the main driving motor and/or the auxiliary driving motor is MIN (the torque which can be output by the motor and corresponds to the critical torque of wheel slip of the shafting), that is, the output torque of the main driving motor and/or the auxiliary driving motor is the minimum value of the output torque and the critical torque of wheel slip of the corresponding shafting. For example, the minimum value of the torque which can be output by the main drive motor and the critical torque corresponding to the first wheel slip is the output torque of the main drive motor, and at the moment, the main drive motor and the auxiliary drive motor execute corresponding torque values calculated by the same strategy; at the moment, the motor can output torque, and the main motor controller calculates the maximum wheel torque value allowed to be executed by the motor through an algorithm according to parameters such as transmission efficiency, transmission speed ratio and rotating speed of the corresponding first electric drive assembly, system voltage sent by the BMS and the like. If the slip critical torque value is small, the slip critical torque value is taken as the output torque of the motor so as to avoid the rapid acceleration slip of the wheels; if the motor can output small torque, the maximum output torque of the motor is taken as the motor output torque so as to protect the motor. In general, under the condition of low speed, the wheel-side torque which can be output by the motor is larger than the slip torque.
And the critical torque phi of the wheel slip of the corresponding shafting is F phi r, wherein F is the normal force of the corresponding wheel, r is the rolling radius of the wheel, and psi is the road adhesion coefficient.
Front wheel normal force FFront sideG (b) cos α/L-h sin α/L) -C A P (u ^2)/2-G h a'/(G ^ L), and rear wheel normal force FRear endG (a × cos α/L + h × sin α/L) -C × a × P (u ^2)/2+ G × h a '/(G × L) ', where G is the vehicle gravity, a is the distance between the vehicle center of mass and the front axle, b is the distance between the vehicle center of mass and the rear axle, L is the vehicle axle distance, L ═ a + b, h is the vehicle center of mass height, α is the angle of the road slope in which it is located, C is the vehicle air damping coefficient, a is the vehicle frontal area, P is the air density, u is the vehicle speed, a ' is the vehicle acceleration, and G is the gravitational acceleration.
The wheel slip critical torque of the first wheel corresponding shafting is equal to FFront side*ψ*rFront sideWherein F isFront sideIs the normal force of the front wheel, rFront sideIs the rolling radius of the first wheel, psi is the road adhesion coefficient; the wheel slip critical torque of the second wheel corresponding shafting is equal to FRear end*ψ*rRear endWherein F isRear endIs a normal force of the rear wheel, rRear endIs the rolling radius of the second wheel, psi is the road adhesion coefficient.
And when the torque distribution control system executes a dynamic driving strategy, calculating the output torques of the main driving motor and the auxiliary driving motor according to the vehicle running parameters and the working mode of the vehicle. The vehicle operation parameters comprise the electric quantity SOC of the power battery, the vehicle speed and the transmission efficiency of the first electric drive assembly and the second electric drive assembly.
The working modes of the vehicle comprise an auxiliary motor single working mode, a main motor single working mode, a double-motor torque coupling working mode and a double-motor rotating speed coupling working mode. When the vehicle is in the auxiliary motor single working mode, only the second electric drive assembly outputs torque, the auxiliary drive motor provides driving force for rotating the second wheel, and the first electric drive assembly stops running; when the vehicle is in the main motor single working mode, only the first electric drive assembly outputs torque, the main drive motor provides driving force for rotating the first wheels, and the second electric drive assembly stops running.
When the vehicle is in a dual-motor torque coupling working mode, the VCU acquires the current rotating speed of the main driving motor, calculates the expected rotating speed of the auxiliary driving motor, and enables the actual rotating speed of the auxiliary driving motor to be consistent with the expected rotating speed by correcting the torque ratio of the main driving motor to the auxiliary driving motor; meanwhile, if the ESP has a torque compensation request, the ESP torque compensation value is used as the highest priority to execute, and the torque ratio of the main driving motor and the auxiliary driving motor is updated and the speed is adjusted.
When the torque distribution control system executes an economical driving strategy, the required torque condition is simulated and calculated in real time by combining a relevant algorithm according to parameters such as the current battery SOC value, the vehicle speed, the MCU and the transmission efficiency of the motor transmission system, and the output torque and the torque ratio of the main motor and the auxiliary motor with the optimal comprehensive efficiency are calculated in four working modes (shown in figure 2) of the vehicle.
The torque distribution method of the electric vehicle double-motor control system has the following advantages:
1. according to the double-motor torque distribution method, the corresponding dynamic or economic driving strategy is executed based on the driving requirement, so that the driving dynamic and economic experience is improved;
2. under the vehicle configuration without a driving mode setting switch, the self-adaptive four-wheel drive control system is a self-adaptive four-wheel drive control system, and has both dynamic property and economy; when a driving mode setting switch is arranged and the driving mode is set to be the economic mode, the system automatically judges the dynamic driving requirement of driving according to the driving requirement, so that a user does not need to repeatedly switch the driving mode when overtaking, climbing and other special working conditions are carried out;
3. the dynamic driving strategy comprehensively considers good ground adhesion of the vehicle, avoids unsafe factors such as vehicle skidding caused by excessive pursuit of power and the like, and the economic driving strategy is based on a regular driving mode as reference, so that the optimal efficiency driving of the system is efficiently realized, and the economy is improved;
4. the system has a rotating speed coupling function strategy, and is combined with an ESP system, so that the self-adaptive adjustment of working conditions such as cross-country, single shafting slippage, four-wheel drive escaping and the like can be realized, the power loss caused by inconsistent rotating speeds of front and rear axle electric driving systems under the four-wheel drive working condition is avoided, and the driving safety, economy and driving experience of the vehicle are improved;
5. the invention is a platform strategy architecture, which considers the driving scheme of double motors of the same type and the driving scheme of double motors of different types;
6. the invention can be applied to pure electric vehicles, extended range type and hybrid electric vehicles with similar driving structures, and can also be used as reference for other types of multi-motor driving systems;
7. the self-adaptive four-wheel drive control system comprehensively considering both dynamic property and economy is realized in a double-motor coupling mode, and the system is not influenced under the condition of manual intervention in a non-driving mode;
8. based on the dual-motor main driving motor and the auxiliary driving motor and four driving modes of dual-motor combination, the economic driving strategy is realized with optimal coupling efficiency, and the total efficiency of the coupling system is improved;
9. the method has the advantages that the automatic entering is based on the opening degree of an accelerator pedal, or the dynamic driving strategy is manually entered according to a man-made driving mode, factors such as sliding boundaries of front and rear shafts are integrated, the torque output of the double motors is realized to the maximum extent, the most efficient power coupling of the double motors is realized, and the power driving experience is improved.
The invention is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the invention are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the invention; the present invention is not limited to the above embodiments, and can be modified in various ways.
Claims (8)
1. The torque distribution method of the double-motor control system of the electric vehicle comprises a first electric drive assembly and a second electric drive assembly, wherein the first electric drive assembly is used for providing driving force for a first wheel, the second electric drive assembly is used for providing driving force for a second wheel, the first electric drive assembly comprises a main drive motor, and the second electric drive assembly comprises an auxiliary drive motor; the dual-motor driving device is characterized in that a dynamic driving strategy and an economical driving strategy can be selectively executed based on driving requirements, and the dual-motor driving device is controlled to output torque.
2. The torque distribution method for the dual-motor control system of the electric vehicle as claimed in claim 1, wherein when the dynamic driving strategy is executed, the output torque of the main driving motor and/or the auxiliary driving motor is MIN (motor output torque, corresponding to critical torque of wheel slip of shafting).
3. The electric vehicle dual-motor control system torque distribution method according to claim 2, wherein the corresponding shafting wheel slip critical torque is F ψ r, wherein F is a wheel normal force, r is a wheel rolling radius, and ψ is a road adhesion coefficient;
front wheel normal force FFront sideG (b) cos α/L-h sin α/L) -C A P (u ^2)/2-G h a'/(G ^ L), and rear wheel normal force FRear endG (a × cos α/L + h × sin α/L) -C × a × p (u ^2)/2+ G × h a '/(G × L) ', where G is the vehicle gravity, a is the distance between the vehicle center of mass and the front axis, b is the distance between the vehicle center of mass and the rear axis, L is the vehicle axle distance, L ═ a + b, h is the vehicle center of mass height, α is the angle of the road slope in which it is located, C is the vehicle air damping coefficient, a is the vehicle frontal area, p is the air density, u is the vehicle speed, a ' is the vehicle acceleration, and G is the gravitational acceleration.
4. The electric vehicle dual-motor control system torque distribution method according to any one of claims 1 to 3, wherein when a dynamic driving strategy is executed, the output torques of the main drive motor and the auxiliary drive motor are calculated according to vehicle operating parameters and the operating mode of the vehicle.
5. The electric vehicle dual-motor control system torque distribution method as claimed in claim 4, wherein the vehicle operation parameters include a charge amount SOC of the power battery, a vehicle speed, and transmission efficiencies of the first electric drive assembly and the second electric drive assembly.
6. The electric vehicle dual-motor control system torque distribution method as claimed in claim 4 or 5, wherein the operating modes of the vehicle include an auxiliary motor alone operating mode, a main motor alone operating mode, a dual-motor torque coupling operating mode and a dual-motor speed coupling operating mode.
7. The torque distribution method for the dual-motor control system of the electric vehicle as claimed in claim 5, wherein when the vehicle is in the dual-motor torque coupling working mode, the VCU collects the current rotation speed of the main driving motor, calculates the expected rotation speed of the auxiliary driving motor, and makes the actual rotation speed of the auxiliary driving motor consistent with the expected rotation speed by correcting the torque ratio of the main driving motor to the auxiliary driving motor.
8. The torque distribution method for the dual-motor control system of the electric vehicle as claimed in claim 7, wherein when the vehicle is in the dual-motor torque coupling operation mode, if the ESP has a torque compensation request, the method is executed with the ESP torque compensation value as the highest priority, and the torque ratio of the main driving motor and the auxiliary driving motor is updated and adjusted.
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Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
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