CN105691186A - 混合动力车辆以及控制混合动力车辆的方法 - Google Patents
混合动力车辆以及控制混合动力车辆的方法 Download PDFInfo
- Publication number
- CN105691186A CN105691186A CN201510918417.0A CN201510918417A CN105691186A CN 105691186 A CN105691186 A CN 105691186A CN 201510918417 A CN201510918417 A CN 201510918417A CN 105691186 A CN105691186 A CN 105691186A
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- Prior art keywords
- wheel
- motor unit
- electric power
- vehicle driven
- motor vehicle
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- 230000005611 electricity Effects 0.000 abstract 3
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- 239000002803 fossil fuel Substances 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 238000003780 insertion Methods 0.000 description 2
- 230000037431 insertion Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 239000011800 void material Substances 0.000 description 2
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 239000002283 diesel fuel Substances 0.000 description 1
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- 229910052739 hydrogen Inorganic materials 0.000 description 1
- 239000001257 hydrogen Substances 0.000 description 1
- 238000002372 labelling Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000001151 other effect Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
Classifications
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- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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Abstract
本发明提供了一种辅助引擎而不使用电池的混合动力车辆以及控制混合动力车辆的方法。为此,根据本发明的示例性实施例的混合动力车辆以及控制混合动力车辆的方法,第二马达单元通过使用用于转动第一车轮的第一马达单元产生的第一电力来产生第一转动力,并产生第二电力,第一马达单元通过使用第二电力产生第二转动力,并转动第一车轮。
Description
相关申请的交叉引用
本发明要求2014年12月15日提交的,申请号为10-2014-0180384的韩国专利申请的优先权,在此将该申请的全部内容以引用方式并入本文以便用于各种目的。
技术领域
本发明涉及一种混合动力车辆以及控制混合动力车辆的方法,更具体地,涉及一种安装有用于辅助内燃机的马达的混合动力车辆,以及控制这种混合动力车辆的方法。
背景技术
由于化石燃料正在被耗尽,正在开发通过使用电池中存储的电能来驱动马达的电动车辆,以代替使用例如汽油和柴油等化石燃料的车辆。
电动车辆划分为只通过使用充电电池中存储的电能来驱动马达的纯电动车辆,使用光电池驱动马达的太阳能电池车辆,通过使用利用氢燃料的燃料电池来驱动马达的燃料电池车辆,以及既使用化石燃料驱动引擎又使用电力驱动马达的混合动力车辆。
然而,由于混合动力车辆为了驱动马达需要给电池充电,需要安装电池的空间,其结果是,车辆内部的空间变得狭窄。
发明内容
本发明致力于提供一种能够辅助引擎而不使用电池的混合动力车辆,以及控制该混合动力车辆的方法。
本发明的技术问题不仅限于上述技术问题,本领域技术人员从下文的描述中将清楚地了解未描述的其他技术问题。
本发明的示例性实施例提供一种混合动力车辆,包括:转动第一车轮并产生第一电力的第一马达单元;以及通过使用第一电力产生第一转动力并通过使用第一转动力产生第二电力的第二马达单元,其中第一马达单元通过使用第二电力产生第二转动力,并转动第一车轮。
本发明的另一个示例性实施例提供一种控制混合动力车辆的方法,该方法包括:第一马达单元产生用于转动第一车轮的第一电力;第二马达单元通过使用第一电力产生第一转动力;第二马达单元通过使用第一转动力产生第二电力;以及第一马达单元通过使用第二电力产生第二转动力,并转动第一车轮。
示例性实施例的其他详细问题包含在详细描述和附图中。
根据本发明的示例性实施例的混合动力车辆以及控制混合动力车辆的方法可以辅助引擎而不使用电池。
本发明的效果不仅限于上述效果,本领域技术人员从权利要求中将清楚地了解未描述的其他效果。
附图说明
图1为示出了根据本发明的示例性实施例的混合动力车辆的第一车辆车轮和第二车辆车轮的视图;
图2为示出了图1所示的第一车辆车轮和第二车辆车轮的内部的剖视图;
图3为图2所示的第一车辆车轮的放大视图;
图4为图2所示的第二车辆车轮的放大视图;
图5为示出了根据本发明的示例性实施例的混合动力车辆的控制框图;
图6为根据本发明的示例性实施例的控制混合动力车辆的方法的流程图。
具体实施方式
参照附图以及下面详细给出的示例性实施例,本发明的优点和特征以及实现该优点和特征的方法将变得明显。然而,本发明可以以各种形式来体现,而不仅限于下文给出的示例性实施例。本发明示例性施例为了使本发明的公开完整,其阐述是为了使本发明所属技术领域中普通技术人员完整地理解本发明的范围,并且本发明将仅仅被权利要求的范围限定。在整个说明书中,相同的附图标记表示相同的元件。
下文中,参照附图描述根据本发明的示例性实施例的混合动力车辆以及控制混合动力车辆的方法。
图1为示出了根据本发明的示例性实施例的混合动力车辆的第一车辆车轮和第二车辆车轮的视图。
参照图1,根据本发明的示例性实施例的混合动力车辆包括设置在混合动力车辆的后下侧并在左右方向延伸的横梁(crossmember)1,连接至横梁1左侧的第一下臂2,连接至横梁1右侧的第二下臂3,设置在混合动力车辆的左后侧并被转动以使混合动力车辆行进的第一车辆车轮6,以及设置在混合动力车辆的右后侧并被转动以使混合动力车辆行进的第二车辆车轮7。
支撑车体的第一减震器4被安装在第一下臂2上。第一减震器4具有连接至车体的上端,以及连接至第一下臂2的下端,并且吸收从路面通过第一车辆车轮6传递的振动。第一减震器4可具有吸收振动的弹簧。
支撑车体的第二减震器5被安装在第二下臂3上。第二减震器5具有与第一减震器4相同的构造和功能。即,第二减震器5具有连接至车体的上端,以及连接至第二下臂3的下端,并且吸收从路面通过第二车辆车轮7传递的振动。第二减震器5可具有吸收振动的弹簧。
第一车辆车轮6和第二车辆车轮7相对于彼此设置在左右方向上。然而,第一车辆车轮6指的是安装有第一马达单元10的车轮,即,车轮通过第一马达单元10所产生的转动力而转动。例如,在第一马达单元10被安装在车辆所有的左前轮、右前轮、左后轮和右后轮的情况下,第一车辆车轮6可指所有的左前轮、右前轮、左后轮和右后轮。
在本示例性实施例中,第一马达单元10被安装在第一车辆车轮6中,第二马达单元20被安装在第二车辆车轮7中。第一马达单元10连接在第一下臂2的左侧并连接第一车辆车轮6和第一下臂2,第二马达单元20连接在第二下臂3的右侧并连接第二车辆车轮7和第二下臂3。
第一马达单元10和第二马达单元20由电力驱动。另外,第一马达单元10和第二马达单元20产生电力。下文中,由第一马达单元10产生的电力称为第一电力,由第二马达单元20产生的电力称为第二电力。
第一马达单元10被驱动以转动第一车辆车轮6并被安装在第一车辆车轮6中。然而,第一马达单元10的安装位置可进行各种改变,只要第一马达单元10可转动第一车辆车轮6。第一马达单元10使用第二马达单元20产生的第二电力被驱动,并转动第一车辆车轮6。
第二马达单元20使用第一马达单元10产生的第一电力被驱动,并产生第二电力。即,第二马达单元20并不用来转动第二车辆车轮7,而是将第一马达单元10产生的电能转化为动能(kineticenergy),然后,在第一马达单元10被驱动以转动第一车辆车轮6的情况下,第二马达单元20将动能转化回电能。第二马达单元20被安装在第二车辆车轮7中。然而,第二马达单元20的安装位置可进行各种改变。例如,在第一马达单元10被安装在所有的左前轮、右前轮、左后轮和右后轮的情况下,第二马达单元20可被安装在不同于左前轮、右前轮、左后轮和右后轮的位置。下文中,要描述的第二马达单元20仅限于被安装在第二车辆车轮7中。
图2为示出了图1所示的第一车辆车轮和第二车辆车轮内部的剖视图。
参照图2,第一马达单元10设置成插入第一车辆车轮6的车轮6a中,第二马达单元20设置成插入第二车辆车轮7的车辆7a中。下文中,第一车辆车轮6的车轮6a称为第一车轮6a,第二车辆车轮7的车辆7a称为第二车轮7a。
根据本发明的示例性实施例的混合动力车辆进一步包括控制第一马达单元10和第二马达单元20的逆变器30。逆变器30控制第一马达单元10,以便使用当混合动力车辆在行进中制动时的再生制动力,第一马达单元10产生第一电力,并控制第二马达单元20,以便当混合动力车辆制动后加速时,第二马达单元20产生第二电力。
根据本发明的示例性实施例的混合动力车辆进一步包括能量分配器40,当混合动力车辆在行进中制动时,该能量分配器40向第二马达单元20供应第一马达单元10产生的第一电力,并且当混合动力车辆制动后加速时,该能量分配器40向第一马达单元10供应第二马达单元20产生的第二电力。
图3为图2中所示的第一车辆车轮的放大视图。
参照图2和图3,第一马达单元10包括至少部分地被插入到第一车轮6a中的第一壳体11,固定在第一壳体11中的第一定子13,以及可转动地设置在第一定子13内部的第一转子14。
第一壳体11形成为具有空位结构,第一定子13和第一转子14被容纳在第一壳体11的空位内部空间中。第一壳体11的右侧完全被打开,第一外罩12连接至被打开的右侧。第一外罩12在覆盖第一壳体11的被打开的右侧的同时连接至第一壳体11。第一外罩12可连接至第一下臂2并被第一下臂2支撑。
当能量分配器40向第一马达单元10供应第二电力时,第一转子14被第一转子14和第一定子13之间形成的磁场转动。第一转子14的转动轴14a在第一转子14的左右侧突出。第一转子14的转动轴14a应理解为与第一马达单元10的转动轴14a相同。
第一转子14的转动轴14a的右侧可转动地连接至第一外罩12。第一转子14的转动轴14a的右侧可借助于轴承15可转动地连接至第一外罩12。分解器(resolver)16被安装在第一转子14的转动轴14a的右侧。分解器16检测第一转子14的转动力、速度和位置,并向逆变器30提供信息。
第一转子14的转动轴14a的左侧可连接至第一轮毂(hub)6b,以便转动第一轮毂6b。此处,第一轮毂6b通过螺栓6f连接在第一车轮6a的内部,并通过第一转子14的转动力与第一转子14一起同时被转动,使得第一车轮6a可以被转动。然而,在本示例性实施例中,第一转子14的转动轴14a的右侧不直接连接至第一轮毂6b,而是通过减速器17连接至第一轮毂6b。
减速器17连接至第一转子14的转动轴14a和第一轮毂6b,增加从第一转子14接收的扭矩,并向第一轮毂6b传递扭矩。即,当第一转子14被转动时,减速器17借助第一转子14的转动力与第一转子14一起同时被转动,并产生转动力,第一轮毂6b由减速器17产生的转动力转动,使得第一车轮6a可与第一转子14一起同时被转动。
第一轮毂6b包括固定连接至第一壳体11的第一外轮6c,和借助于轴承6e可转动地连接在第一外轮6c内部的第一内轮6d。第一内轮6d通过螺栓6f连接至第一车轮6a。
第一壳体11左侧的中心是打开的。减速器17设置成被插入到第一壳体11的被打开的左侧。转动轴17a在减速器17的左侧突出。第一转子14的转动轴14a被插入并连接至减速器17的右侧,减速器17左侧的转动轴17a插入第一轮毂6b的第一内轮6d并连接至第一内轮6d。因此,第一内轮6d由从减速器17传递的转动力转动,从而转动第一车轮6a。
同时,当第一内轮6d通过螺栓6f连接至第一车轮6a时,第一内轮6d和第一车轮6a与第一制动器6g连接在一起。即,第一制动器6g设置在第一车轮6a和第一内轮6d之间的一部分通过螺栓6f连接。当驾驶员压下制动器踏板时,第一制动器6g产生与第一外轮6c的摩擦,以使第一车轮6a制动。
图4为图2所示的第二车辆车轮的放大视图。
参照图2和图4,第二马达单元20包括至少部分地插入第二车轮7a的第二壳体21,可转动地设置在第二壳体21中的第二转子24,以及设置在第二转子24中并使用第二转子24的转动力产生第二电力的第二定子23。
在第一马达单元10中,第一转子14设置在第一定子13中,但是在第二马达单元20中,第二定子设置在第二转子24中。原因是通过增加第二转子24的直径来增加转动惯性力,从而通过使用第二转子24的转动力更容易地产生第二电力。
第二壳体21形成为具有空位结构,第二定子24和第二转子23被容纳在第二壳体21的空位内部空间。第二壳体21的左侧完全打开,第二外罩22连接至被打开的左侧。第二外罩22覆盖第二壳体21的打开的左侧的同时连接至第二壳体21。第二外罩22可连接至第二下臂3并被第二下臂3支撑。
当能量分配器40向第二马达单元20供应第一电力时,第二转子24被第二转子24和第二定子23之间形成的磁场转动。第二转子24的转动轴24a在第二转子24的左右侧突出。第二转子24的转动轴24a应理解为与第二马达单元20的转动轴24a相同。
第二转子24的转动轴24a的左侧可转动地连接至第二外罩22。第二转子24的转动轴24a的左侧可借助于轴承25可转动地连接至第二外罩22。朝向第二壳体21的内部突出的安装部分22a形成在第二外罩22的中心。第二转子24的转动轴24a的左侧插入到安装部分22a中,并通过轴承25可转动地连接至安装部分22a,使得第二转子24的转动轴24a的左侧可转动地连接至第二外罩22。同时,第二定子23可固定在安装部分22a的外周表面上。
第二转子24的转动轴24a的右侧通过离合器50连接至第二轮毂7b。离合器50用于将第二转子24的转动轴24a连接到第二轮毂7b,或将第二转子24的转动轴24a从第二轮毂7b分离。在离合器50将第二转子24的转动轴24a连接到第二轮毂7b的状态下,第二转子24的转动轴24a可从第二轮毂7b接收转动力。此处,第二轮毂7b借助螺栓7f连接至第二车轮7a的内部,当第二车轮7a由内燃机(未示出)的驱动力转动时,第二轮毂7b与第二车轮7a一起同时被转动,从而将第二车轮7a的转动力传递到第二转子24的转动轴24a。
第二轮毂7b包括固定连接至第二壳体21的第二外轮7c,和借助于轴承7e可转动地连接在第二外轮7c内部的第二内轮7d。第二内轮7d通过螺栓7f连接至第二车轮7a。
第二壳体21右侧的中心是打开的。第二转子24的转动轴24a穿过第二壳体21被打开的右侧,并朝向待插入到第二内轮7d中的第二壳体21的外部突出。朝向第二壳体21的外部突出的第二转子24的转动轴24a通过离合器50连接至第二内轮7d。因此,在离合器50将第二转子24的转动轴24a连接至第二内轮7d的状态下,第二内轮7d由从第二车轮7a传递的转动力转动,从而转动第二转子24。
同时,当第二内轮7d通过螺栓7f连接至第二车轮7a时,第二内轮7d和第二车轮7a与第二制动器7g连接在一起。即,第二制动器7g的设置在第二车轮7a和第二内轮7d之间的一部分通过螺栓7f连接。当驾驶员压下制动器踏板时,第二制动器7g产生与第二外轮7c的摩擦,以使第二车轮7a制动。
图5为示出了根据本发明的示例性实施例的混合动力车辆的控制框图。
参照图5,根据本发明的示例性实施例的混合动力车辆进一步包括感测制动器踏板信号的制动器踏板传感器8,感测加速器踏板信号的加速器踏板传感器9,以及通过使用制动器踏板传感器8所感测的制动器踏板信号和加速器踏板传感器9所感测的加速器踏板信号来控制能量分配器40和离合器50的控制器60。此处,控制器60可以是车辆中有代表性的控制装置的电子控制单元(ECU)。此外,控制器60可具有逆变器30的功能。下文中,将描述其中控制器60具有逆变器30的功能的构造。
当驾驶员压下制动器踏板时,制动器踏板传感器8可通过感测制动器踏板的位置感测制动器踏板信号。
当驾驶员压下加速器踏板时,加速器踏板传感器9可通过感测加速器踏板的位置感测加速器踏板信号。
图6为根据本发明的示例性实施例的控制混合动力车辆的方法的流程图。
参照图6,当驾驶员在车辆行进中意图使车辆制动时,驾驶员压下制动器踏板。当驾驶员压下制动器踏板时,制动器踏板传感器8感测制动器踏板信号,并将制动器踏板信号输入到控制器60(S1)。
当制动器踏板信号被输入时,控制器60控制离合器50,以便离合器50将第二马达单元20的转动轴24a连接至第二轮毂7b,并随后将第二马达单元20的转动轴24a从第二轮毂7b分离。此外,控制器60控制第一马达单元10,以便第一马达单元10通过使用再生制动力来产生第一电力(S2)。
离合器50可以为可由控制器60控制的摩擦离合器。摩擦离合器包括两个片,当两个片彼此接触时,产生摩擦,两个片中的任何一片连接至第二转子24的转动轴24a,以便在轴向上是可滑动的,另一个片连接至第二轮毂7b。永磁体连接至两个片中的任何一片,在对应于永磁体的位置上电磁体连接至两个片中的另一个片,使得电磁体被控制器60控制并产生吸引永磁体的磁力,其结果是,两个片中的可滑动连接至第二转子24的转动轴24a的一片在轴向上滑动,从而两个片可在其间产生摩擦。
当离合器50将第二马达单元20的转动轴24a连接到第二轮毂7b时,第二车轮7a的转动力通过第二轮毂7b传递到第二马达单元20的转动轴24a,其结果是,第二马达单元20的转动轴24a被转动。当离合器50在第二马达单元20的转动轴24a按照如上所述正在被转动的状态下,将第二马达单元20的转动轴24a从第二轮毂7b上分离时,第二马达单元20的转动轴24a继续被惯性力转动。此处,第二马达单元20的转动轴24a的转动可理解为与第二转子24的转动相同。
在第二马达单元20的第二转子24如上所述继续被惯性力转动的状态下,控制器60控制能量分配器40,使得能量分配器40向第二马达单元20供应第一电力。
当能量分配器40向第二马达单元20供应第一电力时,第二马达单元20通过使用第一电力产生允许第二转子24更快速地被转动的转动力(S3)。在这种情况下,第二马达单元20产生的转动力称为第一转动力。如上所述,第二马达单元20将第一电力转化为第一转动力,该第一电力是第一马达单元10产生的电能,该第一转动力是动能。
此后,驾驶员压下加速器踏板以使车辆加速。当驾驶员压下加速器踏板时,加速器踏板传感器9感测加速器踏板信号,并把加速器踏板信号输入到控制器60(S4)。
当加速器踏板信号被输入时,控制器60控制第二马达单元20,使得第二马达单元20通过使用第一转动力来产生第二电力(S5)。即,第二马达单元20将第一马达单元10产生的电能转化为动能,并且当加速器踏板信号被输入时,第二马达单元20将动能转化回电能。在这种情况下,控制器60控制能量分配器40,使得能量分配器40向第一马达单元10供应第二电力。
当能量分配器40向第一马达单元10供应第二电力时,第一马达单元10使用第二电力并产生使第一转子14转动的转动力(S6)。在这种情况下,第一马达单元10产生的转动力称为第二转动力。
当第一马达单元10产生如上所述的第二转动力时,第一车轮6a通过使用第二转动力被转动(S7)。即,当通过使用第二电力转动第一转子14时,第一转子14的转动力通过减速器17和第一轮毂6b传递到第一车轮6a,使得第一车轮6a与第一转子14一起同时转动。
如上所述,根据本发明的示例性实施例的混合动力车辆以及控制混合动力车辆的方法,第二马达单元20通过使用第一马达单元10产生的用于转动第一车轮6a的第一电力来产生第一转动力,并产生第二电力,第一马达单元10通过使用第二电力来产生第二转动力,并转动第一车轮6a,使得能够不使用电池而辅助引擎。
本领域技术人员应理解,可以在不改变技术精神或实质特征的前提下,以其他特定形式实施本发明。因而,应理解,以上描述的示例性实施例在各种意义上都是示例性而非限制性的。本发明的范围由所附权利要求而不是具体的说明书限定,从权利要求及其等同物的含义和范围内导出的所有变化或修改形式都应解释为包括在本发明的范围之内。
Claims (15)
1.一种混合动力车辆,包括:
转动第一车轮并产生第一电力的第一马达单元;以及
通过使用所述第一电力产生第一转动力并通过使用所述第一转动力产生第二电力的第二马达单元,
其中所述第一马达单元通过使用所述第二电力产生第二转动力,并转动所述第一车轮。
2.根据权利要求1所述的混合动力车辆,其中所述第一马达单元至少部分地设置在所述第一车轮中。
3.根据权利要求1所述的混合动力车辆,其中所述第一马达单元通过使用当所述混合动力车辆行在进中制动时的再生制动力产生所述第一电力,并且当所述混合动力车辆在制动后加速时,通过使用转动所述第一车轮的所述第二电力来产生第二转动力,当所述混合动力车辆制动后加速时,所述第二马达单元通过使用所述第一电力产生的所述第一转动力来产生所述第二电力。
4.根据权利要求1所述的混合动力车辆,进一步包括:
能量分配器,当所述混合动力车辆行进中制动时,向所述第二马达单元供应所述第一电力,以及当所述混合动力车辆制动后加速时,向所述第一马达单元供应所述第二电力。
5.根据权利要求1所述的混合动力车辆,其中所述第一马达单元包括:
第一壳体;
固定在所述第一壳体中的第一定子;以及
可转动地设置在所述第一定子中并转动在所述第一车轮内部连接的第一轮毂的第一转子。
6.根据权利要求5所述的混合动力车辆,其中所述第一壳体的至少一侧被打开,所述第一马达单元进一步包括第一外罩,所述第一外罩覆盖在所述第一壳体的被打开的一侧的同时连接至所述第一壳体,并且所述第一转子可转动地连接至所述第一外罩。
7.根据权利要求5所述的混合动力车辆,其中所述第一马达单元进一步包括:
减速器,所述减速器连接至所述第一转子的转动轴和所述第一轮毂,增加从所述第一转子接收的扭矩,并向所述第一轮毂传递扭矩。
8.根据权利要求1所述的混合动力车辆,其中所述第二马达单元包括:
第二壳体;
可转动地设置在所述第二壳体中的第二定子;以及
设置在所述第二定子中并通过所述第二转子的转动产生所述第二电力的第二转子。
9.根据权利要求8所述的混合动力车辆,其中所述第二壳体的至少一侧被打开,所述第二马达单元进一步包括第二外罩,所述第二外罩在覆盖所述第二壳体的被打开的一侧的同时连接至所述第二壳体,所述第二转子可转动地连接至所述第二外罩,并且所述第二定子固定到所述第二外罩。
10.根据权利要求1所述的混合动力车辆,其中所述第二马达单元至少部分地设置在第二车轮中。
11.根据权利要求10所述的混合动力车辆,其中所述第二车轮和所述第一车轮相对于彼此设置在左右方向上。
12.根据权利要求10所述的混合动力车辆,进一步包括:
离合器,将所述第二马达单元的转动轴连接至在所述第二车轮的内部连接的第二轮毂,或从所述第二轮毂将所述第二马达单元的所述转动轴分离,
其中在所述第二马达单元的所述转动轴连接至第二轮毂,随后将所述第二马达单元的所述转动轴从所述第二轮毂分离,使得所述第二马达单元的所述转动轴被惯性力转动的状态下,所述第二马达单元通过使用所述第一电力产生所述第一转动力。
13.一种控制混合动力车辆的方法,所述方法包括:
第一马达单元产生用于转动第一车轮的第一电力;
第二马达单元通过使用所述第一电力产生第一转动力;
所述第二马达单元通过使用所述第一转动力产生第二电力;以及
所述第一马达单元通过使用所述第二电力产生第二转动力,并转动所述第一车轮。
14.根据权利要求13所述的方法,其中在所述第一电力的产生中,所述第一电力通过使用当所述混合动力车辆在行进中制动时的再生制动力来产生,在所述第二电力的产生中,所述第二电力通过使用当所述混合动力车辆在制动后加速时的第一转动力来产生。
15.根据权利要求13所述的方法,其中在所述第一转动力的产生中,在所述第二马达单元的转动轴连接至在所述第二车轮内部连接的第二轮毂并随后从所述第二轮毂分离,使得所述第二马达单元的所述转动轴被惯性力转动的状态下,所述第二马达单元通过使用所述第一电力产生所述第一转动力。
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