CN106882026B - Dual-motor asynchronous multi-gear power coupling device and control method thereof - Google Patents

Dual-motor asynchronous multi-gear power coupling device and control method thereof Download PDF

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Publication number
CN106882026B
CN106882026B CN201710201823.4A CN201710201823A CN106882026B CN 106882026 B CN106882026 B CN 106882026B CN 201710201823 A CN201710201823 A CN 201710201823A CN 106882026 B CN106882026 B CN 106882026B
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driving motor
vehicle
speed
torque
gear
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CN106882026A (en
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林程
赵明杰
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Bit Huachuang Electric Vehicle Technology Co ltd
Beijing Institute of Technology BIT
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Bit Huachuang Electric Vehicle Technology Co ltd
Beijing Institute of Technology BIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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

Abstract

The invention relates to a double-motor asynchronous multi-gear power coupling device and a control method thereof, wherein the device comprises a main driving motor (17), a secondary driving motor (16), a power coupler (100), a power control unit (2) and a power coupling control unit (10), wherein the output end of the main driving motor (17) and the output end of the secondary driving motor (16) are respectively connected with the input end of the power coupler (100), and the power control unit (2) is respectively connected with the output end of the main driving motor (17), the output end of the secondary driving motor (16) and the output end of the power coupler (100) to cancel a mechanical synchronizer and a motor speed regulation control unit. Compared with the prior art, the invention has the beneficial effects that: the invention does not need to carry out the synchronization process when any gear is switched, and the synchronization comprises any form of synchronization processes such as mechanical synchronizer, electronic synchronization, friction clutch synchronization and the like, thereby greatly simplifying the structure of the whole device, reducing the production cost and not needing to maintain the synchronizer.

Description

Dual-motor asynchronous multi-gear power coupling device and control method thereof
Technical Field
The invention relates to a double-motor multi-gear power coupling device, in particular to a double-motor non-synchronous multi-gear power coupling device for a pure electric bus and a control method thereof.
Background
In order to further optimize the power performance and economy of the whole vehicle, it has become a trend to mount a transmission device or a multi-mode power coupling device on a pure electric vehicle. Currently, an attempt has been made to add an AMT transmission to a pure electric bus, and a low gear is often set as a hill-climbing starting gear and a high gear is set as a normal driving gear to meet the highest vehicle speed. However, the conventional AMT device requires the use of a clutch at the time of gear shifting, and power interruption is necessarily generated after the clutch is applied. The power interruption phenomenon can cause a jerk feeling or even obvious impact during gear shifting, and the smoothness and riding comfort of the automobile are affected. Meanwhile, in order to match with the clutch process, the driving motor is required to carry out precise and rapid electronic synchronous processing work such as speed regulation during gear shifting, and even a mechanical synchronizer is still required to be used. The situation is that the motor is required to be capable of accurately regulating the speed in a large rotating speed range, and the speed regulating time is extremely short, so that the control difficulty is increased undoubtedly; the use of the synchronizer further increases the complexity of the mechanical structure, and the synchronizer inevitably generates mechanical wear in the sliding process, so that the maintenance difficulty is certainly increased. In the prior art, a general power coupler can derive more working modes, but the actual situation of mode switching in the dynamic running process of a vehicle is not considered. On the premise that the transmission system is loaded and has rotating speed, the switching between different driving modes can bring harsh requirements to the clutch and the actuator, and meanwhile, the process must be subjected to complicated electronic synchronization and mechanical synchronization processes, so that the technical problems that the high-precision control of the motor is difficult to realize, the maintenance difficulty of the mechanical synchronizer is increased and the like still occur. And if the power coupler can only switch modes in a stopping state, the actual requirement of vehicle running cannot be met. It can be said that the existing power coupler is poor in practicality and needs improvement because of relying on the advantages and disadvantages of the synchronous processes such as motor speed regulation and mechanical synchronizer.
The Chinese patent of patent number ZL201520671900.9 discloses a double-motor power coupling device of an electric automobile, which comprises a main driving motor, an auxiliary motor, a planetary gear train and a clutch; the rotating shaft of the main driving motor is connected with the sun gear of the planetary gear train, the planet carrier of the planetary gear train is a power output end, the driving part of the clutch is connected with the gear ring of the planetary gear train, and the driven part of the clutch is connected with the sun gear of the planetary gear train; the rotating shaft of the auxiliary motor is connected with the gear ring of the planetary gear train, and the brake is used for braking the rotating shaft of the auxiliary motor and the gear ring. The double-motor power coupling device of the electric automobile has a simple structure, and can realize a torque coupling and rotating speed coupling driving mode. The utility model still uses the existing mechanical synchronizer and motor speed governor for power coupling. Therefore, on the premise that the transmission system has load and rotating speed, the dual-motor power coupling device can provide harsh requirements for the clutch and the actuator in the switching process between different driving modes, and the operation process is necessarily subjected to complicated electronic synchronization and mechanical synchronization processes, so that the technical defects that the high-precision control of the motor is difficult to realize and the maintenance difficulty of the mechanical synchronizer is increased still occur, and the improvement is needed.
The Chinese patent of patent number ZL201510573696.1 discloses a multimode power system of an electric automobile, which comprises a controller, a main driving motor, an auxiliary motor, a planetary gear train, a first clutch and a second clutch; the rotating shaft of the main driving motor is connected with the sun gear of the planetary gear train, the planet carrier of the planetary gear train is a power output end, the driving part of the clutch is connected with the gear ring of the planetary gear train, and the driven part of the clutch is connected with the sun gear of the planetary gear train; the rotating shaft of the auxiliary motor is connected with a gear ring of the planetary gear train, and a gear ring brake is arranged on the gear ring. The multi-mode power system of the electric automobile has a simple structure, and can realize torque coupling and rotating speed coupling driving modes. However, when the clutch and the actuator are switched between different driving modes, the clutch and the actuator are strictly required, and the process still has to be subjected to complicated electronic synchronization and mechanical synchronization processes, so that the technical defects that the high-precision control of the motor is difficult to realize and the maintenance difficulty of the mechanical synchronizer is increased are generated, and the improvement is needed.
The Chinese patent with the patent number ZL201510573820.4 discloses a double-motor power device of an electric automobile, which comprises a controller, a main driving motor, an auxiliary motor, a planetary gear train and a clutch; the rotating shaft of the main driving motor is connected with the sun gear of the planetary gear train, the planet carrier of the planetary gear train is a power output end, the driving part of the clutch is connected with the gear ring of the planetary gear train, and the driven part of the clutch is connected with the sun gear of the planetary gear train; the rotating shaft of the auxiliary motor is connected with the gear ring of the planetary gear train, and the brake is used for braking the rotating shaft of the auxiliary motor and the gear ring. The electric automobile double-motor power device has a simple structure, and can realize a torque coupling and rotating speed coupling driving mode. The invention still uses the existing mechanical synchronizer and motor speed governor for power coupling. Therefore, on the premise that the transmission system has load and rotating speed, the dual-motor power coupling device can provide harsh requirements for the clutch and the actuator in the switching process between different driving modes, and the operation process is necessarily subjected to complicated electronic synchronization and mechanical synchronization processes, so that the technical defects that the high-precision control of the motor is difficult to realize and the maintenance difficulty of the mechanical synchronizer is increased still occur, and the improvement is needed.
Disclosure of Invention
The invention aims to provide the double-motor non-synchronous multi-gear power coupling device for the pure electric bus and the control method thereof, which have the advantages of strong practicability, high functional integration level and good reliability, can meet the running requirement of the pure electric bus, do not need to carry out accurate electronic synchronization, do not need to use a complex synchronizer structure, and ensure that the whole electric driving device is simple to control, free from maintenance, high in reliability and strong in practicability. In order to achieve the aim of the invention, the traditional double-motor coupling driving mode is improved, compared with the common traditional single-motor mode, a planetary gear mechanism is used as a converging device, the power of the double motors is converged and coupled and then output, and the sum of peak power of the two motors is approximately equal to the peak power of the corresponding single motor; the sum of the peak torques of the two motors is approximately equal to the peak torque of the corresponding single motor, and the power coupler can perform torque coupling and rotational speed coupling according to control requirements. Therefore, in order to solve the technical defects of the prior double-motor multi-gear power coupling device, the technical scheme adopted by the invention is as follows:
the utility model provides a double motor does not have synchronous multispeed power coupling device, includes main driving motor, secondary driving motor, power coupler, power control unit and power coupling control unit, main driving motor's output and secondary driving motor's output respectively with the input of power coupler is connected, power control unit respectively with main driving motor output, secondary driving motor output and power coupler output are connected, cancel mechanical synchronizer and motor speed regulation control unit.
The larger of the two motors is defined as the primary drive motor and the other as the secondary drive motor, wherein: the high-efficiency interval of the main driving motor is in a medium-speed and medium-torque section, and the efficiency characteristics of the general driving motor can meet the requirements; the secondary driving motor is mainly used for providing an additional torque value required under a specific working condition, only the torque characteristic of the secondary driving motor is considered, and no excessive requirements are imposed on the rotating speed characteristic.
The power coupler control unit (Coupling Control Unit, CCU) is used for controlling a brake in the power coupler and an actuator for driving the clutch to work; meanwhile, the device can monitor signals such as clutch position, brake braking or the like.
Preferably, the power coupler comprises a planetary gear mechanism, a bidirectional trapezoidal jaw clutch, a clutch actuator and a brake, wherein the bidirectional trapezoidal jaw clutch is connected with the clutch actuator, and the power coupling control unit is respectively connected with the clutch actuator and the brake.
The bi-directional trapezoidal dog clutch is driven by a clutch actuator capable of providing sufficient driving force to move in the axial direction.
In any of the above schemes, preferably, the planetary gear mechanism includes a planet carrier, a sun gear and a gear ring, an output shaft of the main driving motor is connected with the sun gear, a torque coupling pinion is coaxially installed on the output shaft of the main driving motor, an output end of the secondary driving motor is connected with the bidirectional trapezoidal jaw clutch, a torque coupling large gear is installed on one side of the bidirectional trapezoidal jaw clutch, the torque coupling large gear is meshed with the torque coupling pinion, the ratio of the number of teeth is greater than 1, a gear ring meshing gear is installed on the other side of the torque coupling large gear, the gear ring meshing gear is meshed with the gear ring, a brake is installed on the gear ring, and the brake can rapidly lock or release the gear ring, that is, the degree of freedom of the gear ring is controllable.
In any of the above aspects, it is preferable to include a vehicle final drive, and an output of the planetary gear mechanism is connected to an input of the vehicle final drive.
In any of the above aspects, preferably, the bidirectional trapezoidal tooth clutch includes a rotational speed coupling clutch and a torque coupling clutch.
In any of the above aspects, preferably, the power source of the clutch actuator is any one of electromagnetic attraction type, motor drive type, hydraulic transmission type and pneumatic transmission type.
In any of the above schemes, preferably, the power control unit is provided with a main driving motor output shaft rotation speed sensor, a sub driving motor output shaft rotation speed sensor and a coupler output shaft rotation speed sensor at the main driving motor output end, the sub driving motor output end and the power coupler output end, respectively, and the rotation speed sensor is packaged in an internal space of the power coupling device. The rotation speed of each shaft acquired by the rotation speed sensor is a signal which is required to be referenced when the coupling form is decided.
In any of the above schemes, the vehicle control unit and the motor control unit are preferably included, and the power control unit is respectively connected with the vehicle control unit and the motor control unit.
The power control unit (Traction Control Unit, TCU) can communicate with the whole vehicle control unit (Vehicle Control Unit, VCU), and comprehensively judge the current driving force distribution and driving mode strategy after receiving control commands, pedal opening and other information from the VCU, and feed back the current whole vehicle driving state information; meanwhile, the motor control unit (Motor Control Unit, MCU) and the power Coupler Control Unit (CCU) can be communicated, control commands can be sent to the motor and the power coupler, and state information fed back by the motor and the coupler can be received.
In any of the above schemes, the system preferably comprises a whole vehicle CAN communication network, an internal CAN communication network, a battery management system, an instrument control unit and other modules of the whole vehicle, wherein nodes connected to the internal CAN communication network comprise the power control unit, a motor control unit, a power coupling control unit and a whole vehicle control unit, and the power control unit is a main control node of the internal CAN communication network; the nodes accessed by the whole vehicle CAN communication network are provided with the whole vehicle control unit, the battery management system, the instrument control unit and other modules of the whole vehicle.
The invention uses the independent internal CAN communication network (CAN 2), which CAN form good association degree with the original whole vehicle CAN communication network (CAN 1), and CAN not generate communication redundancy, and VCU CAN realize the forwarding of information on CAN1 and CAN 2.
In any of the above aspects, it is preferable that the other modules of the whole vehicle include an accelerator pedal module and a brake pedal module.
In any of the above aspects, it is preferable to include a power battery connected to the battery management system and the motor control unit, respectively.
In any of the above aspects, it is preferable that the vehicle drive device comprises a vehicle drive wheel, a vehicle drive axle and a vehicle transmission shaft, wherein the output end of the power coupler is connected with the vehicle transmission shaft, the vehicle transmission shaft is connected with the vehicle drive axle, and the vehicle drive axle is connected with the vehicle drive wheel.
In order to solve the technical defects of the existing double-motor multi-gear power coupling control method, the technical scheme adopted by the invention is as follows:
the device for implementing the method comprises the double-motor asynchronous multi-gear power coupling device, wherein the double-motor asynchronous multi-gear power coupling device comprises a vehicle acceleration process control flow and a vehicle braking process control flow, a pedal state is used as a vehicle control condition, and the vehicle acceleration mode is effective when only an accelerator pedal is stepped on; the vehicle braking mode is active when only the brake pedal is depressed, both the accelerator pedal and the brake pedal are depressed simultaneously, and both the accelerator pedal and the brake pedal are not depressed simultaneously.
Preferably, the vehicle acceleration process control flow includes the steps of:
step one: when the vehicle stops running, the torque coupling clutch is normally engaged, the brake is normally braked, namely is always in a torque gear, and when the whole vehicle control unit detects that the vehicle acceleration mode is effective, a command is sent to the power control unit, and the power control unit controls the motor control unit to increase the torque of the main driving motor and the torque of the secondary driving motor, so that the vehicle accelerates; when the vehicle speed is greater than a set speed value V1, the main driving motor increases torque, and the secondary driving motor decreases torque and keeps the total torque to meet the driving torque value of the current requirement; and when the torque value of the secondary driving motor is smaller than a smaller torque value M1 close to zero, the secondary driving motor can be considered to be completely unloaded, and the clutch actuator is used for disengaging the torque coupling clutch to enter a suspended gear.
In any of the above schemes, preferably, step two: when the vehicle speed is greater than a set speed value V2, the stopping rotating speed of the secondary driving motor is zero, so that the clutch actuator directly acts to enable the rotating speed coupling clutch to be engaged, after the clutch actuator is engaged, the secondary driving motor increases torque, and when the torque is greater than the set torque value M2, the secondary driving motor can be considered to be loaded successfully, and the brake is released to enter a rotating speed gear.
In any of the above schemes, preferably, step three: in the case of a rotational speed gear, the torques of the main drive motor and the secondary drive motor are output in a superimposed manner via the planetary gear mechanism, the rotational speeds of which can be coupled in such a way that the rotational speed of the output shaft is further increased, and the vehicle is driven at the maximum vehicle speed as the vehicle speed continues to increase until the maximum vehicle speed limit is reached.
In any of the above aspects, preferably, the vehicle braking process control flow includes the steps of:
step one: when the vehicle runs at the highest speed, the rotating speed coupling clutch is engaged, the brake is released, the whole vehicle control unit detects that the vehicle braking mode is effective, and when the current speed is smaller than a set speed value V3, a command is sent to the power control unit, the power control unit controls the motor control unit to enable the main driving motor to keep the current torque, the secondary driving motor carries out braking energy feedback, namely negative torque is generated, the rotating speed of the gear ring is reduced due to the braking torque effect of the secondary driving motor, the rotating speed of the secondary driving motor is reduced, and the rotating speed of an output shaft of the power coupler is reduced, so that the vehicle is decelerated; when the rotating speed of the secondary driving motor is smaller than a smaller value N1 close to zero, the secondary driving motor and the gear ring are considered to be successfully braked, at the moment, the secondary driving motor cancels braking energy feedback and keeps stopping, the brake thoroughly brakes the gear ring, at the moment, the clutch actuator acts to disengage the rotating speed coupling clutch, and the gear ring enters a suspended gear.
In any of the above schemes, preferably, step two: when the vehicle is in a suspended gear, the main driving motor carries out braking energy feedback, the secondary driving motor keeps in a stop state, and the vehicle speed is continuously reduced; when the vehicle speed is smaller than a set smaller vehicle speed value V4, the vehicle control unit judges the braking intention of the driver, if the driver judges that the driving intention is that the vehicle stops driving, a command is sent to the power control unit, so that the main driving motor continues to carry out braking energy feedback, the secondary driving motor still keeps a stopped state, other execution mechanisms do not carry out any operation, the vehicle speed continues to be reduced to the vehicle stop driving, and at the moment, the clutch actuator acts to enable the torque coupling clutch to be connected and enter a torque gear; and if the driving intention of the driver is judged to be low-speed driving, the clutch actuator acts to enable the torque coupling clutch to be engaged and enter a torque gear, the main driving motor and the secondary driving motor carry out braking energy feedback, and the vehicle speed is reduced to be stopped.
Compared with the prior art, the invention has the beneficial effects that: the invention can be well applied to the field of pure electric vehicles, in particular to pure electric buses, and the main driving motor and the secondary driving motor which are used are mutually matched, so that the driving force and the rotation speed adjustable interval of the whole vehicle can be well widened, the driving external characteristics are optimized, and the performance of the whole vehicle is improved. The invention can simultaneously play the functions of three main vehicle core components of the speed changer, the coupler and the speed reducer, well overcome the inherent defects of the existing components while meeting the basic functions, has simple structure and compact arrangement, and is favorable for the arrangement and light-weight design of the whole vehicle compared with the three existing components.
Compared with a common transmission device (such as an AMT), the invention has the following technical effects:
1. the technical effect of no power interruption and no power fluctuation during the driving gear shifting. The main driving motor can always output power to the whole vehicle in the driving process, and no power interruption phenomenon occurs; the secondary drive motor can be smoothly connected into the transmission system by matching with the action of the brake, the torque is matched for a sufficient time, the motor is easy to quickly and accurately adjust the torque, and abrupt load does not exist on the transmission system. Therefore, the running smoothness and riding comfort of the vehicle can be greatly improved, and the damage of torsional vibration and the like generated by the torque on the transmission shaft is zeroed and loaded in the common transmission is further eliminated, so that the service life of each part is further prolonged.
2. When the braking is in downshifting, the secondary driving motor and the main driving motor sequentially and orderly perform braking energy feedback, and each instant has motor braking energy feedback, so that the energy during braking can be recovered to the maximum extent, and even the energy on part of the transmission system can be effectively recovered.
3. The synchronization process is not needed in any gear shifting, and the synchronization comprises any form of synchronization process such as mechanical synchronizer, electronic synchronization, friction clutch synchronization and the like. The invention does not need to use a mechanical synchronizer, greatly simplifies the structure of the whole device, reduces the production cost and does not need to maintain the synchronizer; because the invention does not need to carry out electronic synchronization, namely, the motor does not need to carry out complicated speed regulation and gear shifting matching process, the motor control difficulty is greatly reduced, and the strict requirement on the motor control precision is not required; the invention does not need to use a complex friction clutch, does not need to consider the complex technical problems of lubrication, heat dissipation, maintenance and the like, and has no special requirements on a clutch actuator, so long as enough axial movement driving force is provided.
Compared with the common power coupling device, the invention has the technical effects that: the invention fully considers various states and requirements of the vehicle in running and can carry out reasonable gear switching control according to the actual requirements of the vehicle. However, some power coupling devices can only switch modes in a vehicle stopping state, and some power coupling devices can switch dynamic modes only by using complex wet clutches, overrun clutches, synchronizers, precise electronic speed regulation and the like. The invention can only use the jaw clutch on the basis of meeting the requirement of dynamic mode switching in the running process of the vehicle, has simple structure and control, and is easy to realize gear shifting operation.
According to the invention, the braking intention of a driver is considered when the driver is in a torque gear, once the current driving intention is judged to stop the vehicle, the torque coupling clutch is connected under the condition that the vehicle stops, namely, the transmission system is at zero rotation speed and zero load, so that the dynamic gear-engaging times of the trapezoidal jaw clutch can be further reduced, and the service life of the trapezoidal jaw clutch is prolonged.
The transmission mode comprises gear engagement transmission, jaw clutch engagement transmission and planetary gear transmission, the transmission torque is large, the transmission efficiency is high, the requirements on lubrication and heat dissipation are low, and the maintenance-free technical effect can be realized in the working mode.
The double-motor coupling driving mode provided by the invention releases the limitation of a single motor in terms of power and torque; under the conditions of the same power and the same torque, the cost is greatly reduced; meanwhile, the coupling driving of the double motors improves the fault tolerance of the electric driving system.
The power coupler of the present invention is further divided into a torque range, a neutral range and a rotational speed range. When the vehicle starts, the two driving motors are directly subjected to torque coupling, so that the starting acceleration performance and the climbing performance of the vehicle can be improved, and the two motors are mutually coordinated to work in a high-efficiency area as much as possible; when the vehicle starts, the main driving motor works at the middle speed and the middle torsion section just, and can work in an efficient area; when the vehicle speed needs to be further improved, the two driving motors are in rotational speed coupling, so that the highest vehicle speed of the vehicle is further improved. Therefore, the main driving motor always outputs power effectively, the secondary driving motor supplements power timely according to the state of the vehicle, and the two motors can work in a high-efficiency section, so that the motor design can be simplified, and the motor efficiency characteristic can be optimized.
The rotating speed sensors for acquiring related signals are packaged in the whole power coupling device, and the sensors are not required to be added in the existing structure; the invention has an independent internal CAN network, only needs the information interaction between the TCU and the VCU, does not need to carry out complex data transmission in each controller of the existing vehicle, shortens the response time of the system and improves the reliability of the system. The invention is easy to implement, is convenient for the reconstruction and the upgrade of the existing structure, and has stronger practicability.
Drawings
FIG. 1 is a schematic general structural view of a preferred embodiment of a dual-motor, non-synchronous, multi-speed power coupling apparatus of the present invention;
FIG. 2 is a schematic partial construction of a preferred embodiment of a dual-motor, non-synchronous, multi-speed power coupling device according to the present invention;
FIG. 3 is a schematic diagram of a vehicle acceleration process control flow as a preferred embodiment of the dual-motor, non-synchronous, multi-gear power coupling control method of the present invention;
FIG. 4 is a schematic diagram of a vehicle braking process control flow as a preferred embodiment of the dual-motor, non-synchronous, multi-gear power coupling control method of the present invention.
Reference numerals illustrate:
1, a power battery; a power control unit (Traction Control Unit, TCU); a battery management system (Battery Management System, BMS); 4 an internal CAN communication network (CAN 2); 5 a whole vehicle CAN communication network (CAN 1); a meter control unit (Instrument Control Unit, ICU); a vehicle control unit (Vehicle Control Unit, VCU); 8, a main driving motor output shaft rotating speed sensor; 9, other modules of the whole vehicle; a power coupled control unit (Coupling Control Unit, CCU); 11 vehicle drive wheels; 12 vehicle drive axle; 13 vehicle drive shaft; 14 a coupler output shaft rotation speed sensor; 15 times of driving motor output shaft rotation speed sensor; 16 times drive Motor (TM2); 17 main drive Motor (track Motor 1, TM1); a 18 motor control unit (Motor Control Unit, MCU); 19 a vehicle final drive; a 100 power coupler; 101 torque coupling pinion; 102 clutch actuator; 103 sun gear; 104 a brake; 105 planet carriers; 106, gear ring; 107 the gear ring engages the gear; 108 a rotational speed coupling clutch; 109 torque coupling clutch; 110 torque coupling large gear.
Detailed Description
The present embodiment is merely a preferred embodiment, and the arrangement and connection of the respective constituent components in the preferred embodiment are not limited to the following embodiments described in the present embodiment, and may be any arrangement and combination of the constituent components to form a complete embodiment.
The following describes in detail the technical scheme of the double-motor asynchronous multi-gear power coupling device with reference to fig. 1 and 2:
the utility model provides a double motor does not have synchronous multispeed power coupling device, includes main driving motor 17, secondary driving motor 16, power coupler 100, power control unit 2 and power coupling control unit 10, and the output of main driving motor 17 and secondary driving motor 16 are connected with the input of power coupler 100 respectively, and power control unit 2 is connected with main driving motor 17 output, secondary driving motor 16 output and power coupler 100 output respectively, cancels mechanical synchronizer and motor speed regulation control unit. The power coupler 100 comprises a planetary gear mechanism, a bidirectional trapezoidal jaw clutch, a clutch actuator 102 and a brake 104, wherein the bidirectional trapezoidal jaw clutch is connected with the clutch actuator 102, and the power coupling control unit 10 is respectively connected with the clutch actuator 102 and the brake 104. The planetary gear mechanism comprises a planet carrier 105, a sun gear 103 and a gear ring 106, an output shaft of a main driving motor 17 is connected with the sun gear 103, a torque coupling pinion 101 is coaxially arranged on the output shaft of the main driving motor 17, an output end of a secondary driving motor 16 is connected with the bidirectional trapezoidal jaw clutch, a torque coupling large gear 110 is arranged on one side of the bidirectional trapezoidal jaw clutch, the torque coupling large gear 110 is meshed with the torque coupling pinion 101, the gear number ratio is larger than 1, a gear ring meshing gear 107 is arranged on the other side of the torque coupling large gear 110, the gear ring meshing gear 107 is meshed with the gear ring 106, and a brake 104 is arranged on the gear ring 106. Comprising a vehicle final drive 19, the output of the planet carrier 105 being connected to the input of the vehicle final drive 19. The bi-directional trapezoidal dog clutch includes a rotational speed coupling clutch 108 and a torque coupling clutch 109. The power source of the clutch actuator 102 is any one of electromagnetic attraction type, motor drive type, hydraulic drive type and pneumatic drive type. The power control unit 2 is provided with a main driving motor output shaft rotating speed sensor 8, a secondary driving motor output shaft rotating speed sensor 15 and a coupler output shaft rotating speed sensor 14 at the output end of the main driving motor 17, the output end of the secondary driving motor 16 and the output end of the power coupler 100 respectively, and the rotating speed sensors are packaged in the inner space of the power coupling device. The vehicle control system comprises a vehicle control unit 7 and a motor control unit 18, wherein the power control unit 2 is respectively connected with the vehicle control unit 7 and the motor control unit 18. The intelligent control system comprises a whole vehicle CAN communication network 5, an internal CAN communication network 4, a battery management system 3, an instrument control unit 6 and other whole vehicle modules 9, wherein nodes connected with the internal CAN communication network 4 are provided with a power control unit 2, a motor control unit 18, a power coupling control unit 10 and a whole vehicle control unit 7, and the power control unit 2 is a main control node of the internal CAN communication network 4; the nodes accessed by the whole vehicle CAN communication network 5 are provided with a whole vehicle control unit 7, a battery management system 3, an instrument control unit 6 and other whole vehicle modules 9. The other modules 9 of the whole vehicle comprise an accelerator pedal module and a brake pedal module. Comprising a power battery 1, the power battery 1 is connected to the battery management system 3 and the motor control unit 18, respectively. The power coupler 100 comprises a vehicle driving wheel 11, a vehicle driving axle 12 and a vehicle transmission shaft 13, wherein the output end of the power coupler 100 is connected with the vehicle transmission shaft 13, the vehicle transmission shaft 13 is connected with the vehicle driving axle 12, and the vehicle driving axle 12 is connected with the vehicle driving wheel 11.
The general characteristics of the trapezoidal jaw clutch are: the strength is larger, the engagement and the disengagement are easier, the tooth side gap is smaller and can be automatically compensated after abrasion, the impact caused by the clearance during load and speed changes can be avoided, and the impact can be engaged when the rotating speed is less than or equal to the maximum engagement rotating speed of the jaw clutch.
The working principle of the invention is as follows:
when the vehicle stops, the output shaft of the secondary driving motor is combined with the transmission gear through the trapezoidal jaw clutch, and the brake locks the gear ring to enter a torque gear; when the vehicle starts or climbs, the main driving motor and the secondary driving motor are coupled with torque through gear meshing and output, so that the accelerating capacity and the climbing capacity of the vehicle are enhanced. When the vehicle accelerates to a certain speed, the torque of the main driving motor is increased, the torque of the secondary driving motor is gradually reduced to a certain value, and then the clutch actuator dials the trapezoidal jaw clutch back to a non-engagement state to enter a suspension gear; in the process, the main driving motor always outputs power to the whole vehicle. When the speed of the vehicle continues to increase, the clutch actuator dials the trapezoidal jaw clutch to be in a state of meshing with the gear ring, and after the torque of the secondary driving motor is gradually increased to a certain value, the brake releases the gear ring and enters a rotating speed gear; the main driving motor and the secondary driving motor are coupled with each other through a planetary gear mechanism to output the rotation speed, so that the maximum speed of the vehicle is further improved.
When the coupler is in a rotating speed gear and the vehicle runs at a higher speed, once the vehicle starts to brake, the secondary driving motor can enter a braking feedback mode preferentially (namely negative torque is generated), the rotating speed of the gear ring can be reduced rapidly, after the rotating speed of the gear ring is reduced to a certain value, the brake can lock the gear ring easily, the secondary driving motor stops rotating at the moment, and the clutch actuator dials the trapezoidal jaw clutch back to a non-meshing state to enter a suspended neutral gear. And then if the vehicle is braked further, the main driving motor enters a braking feedback mode, the rotation speed of the sun wheel is reduced, the rotation speed of the gear on the output shaft of the main driving motor is driven to be reduced, the rotation speed of the gear on the output shaft of the secondary driving motor is lower due to the relation of the gear ratio, and when the value is reduced to a certain value, the clutch actuator dials the trapezoidal jaw clutch back to a state of being combined with the transmission gear, and the torque gear is entered.
The vehicle forms a basic working condition cycle by stopping, starting, accelerating, decelerating and stopping, and the mode switching process can be automatically completed by the invention without extra complex and abnormal operation of the vehicle in the process. The switching time of each gear mode of the vehicle is judged and given by the information of the TCU integrated accelerator pedal, the brake pedal, the vehicle speed, the motor state and the like, the vehicle state and the driver intention can be accurately identified, and the phenomena of cyclic gear shifting and the like can not occur. In the gear shifting process, the brake and the clutch actuator do not need to enable the motor to carry out quick and accurate speed regulation in advance during working, a mechanical synchronizer is not needed, and no obvious sliding and grinding process exists in the gear shifting process, namely, the synchronous-free gear shifting can be realized in the gear shifting process. In the gear shifting process, the main driving motor always outputs power to the whole vehicle, and the torque matching process is finished by the TCU before the torque of the secondary driving motor is input, namely the gear shifting device can realize the gear shifting without power interruption and power fluctuation in the gear shifting process. The power coupler used in the invention selects a planetary gear mechanism and takes the planetary gear mechanism as output, and the power coupler has the functions of reducing speed and increasing torque. Meanwhile, the size and the structure of the main speed reducer can be simplified by reasonably configuring related parameters. The invention can expand the same structure, namely, by introducing an additional motor and a planetary gear mechanism, the output shaft of the planetary gear mechanism is used as the input end of a new planetary gear mechanism, the adjusting range of torque and rotating speed is enlarged, and the controllable gear can also be exponentially increased along with the quantity of the introduced planetary gear mechanism. Considering that the general use requirement can be met by adopting a double-motor coupling mode on the existing pure electric bus, the invention only describes the double-motor coupling mode, but the expansion mode of the same structure also falls into the protection scope of the invention.
The following describes in detail the technical scheme of the double-motor asynchronous multi-gear power coupling control method with reference to fig. 1 to 4:
the device for implementing the method comprises any one of the double-motor asynchronous multi-gear power coupling devices, wherein the device comprises a vehicle acceleration process control flow and a vehicle braking process control flow, takes a pedal state as a vehicle control condition, and is effective in a vehicle acceleration mode when only an accelerator pedal is stepped on; the vehicle braking mode is active when only the brake pedal is depressed, both the accelerator pedal and the brake pedal are depressed simultaneously, and both the accelerator pedal and the brake pedal are not depressed simultaneously.
The vehicle acceleration process control flow includes the steps of:
step one: when the vehicle stops, the torque coupling clutch 109 is normally engaged, the brake 104 is normally braked, namely, the brake is always in a torque gear, and when the whole vehicle control unit 7 detects that the vehicle acceleration mode is effective, a command is sent to the power control unit 2, and the power control unit 2 controls the motor control unit 18 to increase the torque of the main driving motor 17 and the torque of the secondary driving motor 16, so that the vehicle accelerates; when the vehicle speed is greater than the set speed value V1, the main drive motor 17 increases the torque, the sub drive motor 16 decreases the torque, and the total torque thereof is maintained to meet the drive torque value of the current demand; when the secondary drive motor 16 torque value is less than the small near zero torque value M1, it is determined that the secondary drive motor 16 has been unloaded, and the clutch actuator 102 disengages the torque coupling clutch 109 to enter the neutral gear.
Step two: when the vehicle is in a neutral gear, only the main driving motor 17 outputs power, the whole vehicle is in a medium speed section, the main driving motor 17 also correspondingly works in a medium speed and medium torque section, and the vehicle belongs to a high-efficiency area of a general motor, when the vehicle speed is larger than a set speed value V2, the brake 104 brakes the rotation speed of the gear ring 106 to be zero, and the stop rotation speed of the secondary driving motor 16 is zero, so that the clutch actuator 102 directly acts to enable the rotation speed coupling clutch 108 to be engaged, after the engagement, the secondary driving motor 16 increases torque, and when the torque is larger than the set torque value M2, the secondary driving motor 16 can be considered to be successfully loaded, and the brake 104 is released to enter a rotation speed gear.
Step three: in the case of a rotational speed gear, the torques of the main drive motor 17 and the secondary drive motor 16 are output in superposition via the planetary gear mechanism, the rotational speeds of which can be coupled such that the rotational speed of the output shaft increases further, and the vehicle runs at the maximum vehicle speed as the vehicle speed continues to increase until the maximum vehicle speed limit is reached.
The vehicle braking process control flow includes the steps of:
step one: when the vehicle runs at the highest speed, the rotating speed coupling clutch 108 is engaged, the brake 104 is released, the whole vehicle control unit 7 detects that the braking mode of the vehicle is effective and the current speed is smaller than the set speed value V3, a command is sent to the power control unit 2, the power control unit 2 controls the motor control unit 18 to enable the main driving motor 17 to keep the current torque, the secondary driving motor 16 carries out braking energy feedback, namely negative torque is generated, the rotating speed of the gear ring 106 can be reduced due to the braking torque effect of the secondary driving motor 16, the rotating speed of the secondary driving motor 16 can be reduced, and the rotating speed of the output shaft of the power coupler 100 can be reduced, so that the vehicle is decelerated; when the rotational speed of the secondary drive motor 16 is less than the small value N1 approaching zero, it is determined that the secondary drive motor 16 and the ring gear 106 have been braked successfully, at this time, the secondary drive motor 16 cancels braking energy feedback and keeps stopping, the brake 104 brakes the ring gear 106 thoroughly, at this time, the clutch actuator 102 acts to disengage the rotational speed coupling clutch 108, and the gear is put into a suspended gear.
Step two: when the vehicle is in a suspended gear, the main driving motor 17 carries out braking energy feedback, the secondary driving motor 16 keeps in a stopped state, and the vehicle speed is continuously reduced; when the vehicle speed is smaller than a set smaller vehicle speed value V4, the whole vehicle control unit 7 judges the braking intention of the driver, if the driver judges that the driving intention is that the vehicle stops running, a command is sent to the power control unit 2, so that the main driving motor 17 continues to feed back braking energy, the secondary driving motor 16 still keeps a stopped state, other execution mechanisms do not perform any operation, the vehicle speed continues to be reduced to the vehicle stop running, and at the moment, the clutch actuator 102 acts to enable the torque coupling clutch 109 to be connected and enter a torque gear; if it is determined that the driver intends to drive at a low speed, the clutch actuator 102 is operated to engage the torque coupling clutch 109, and the torque range is entered, so that both the main drive motor 17 and the sub drive motor 16 perform braking energy feedback, and the vehicle speed is reduced to the vehicle stop.
In order to ensure that the trapezoidal jaw clutch of the present invention can be combined in a normal operating range, the following relationship needs to be satisfied:
Figure BDA0001258783100000131
in the above formula: i.e 0 The speed ratio of the main speed reducer of the whole vehicle;
r is the rolling radius of the whole tire, and the unit is: m;
K 1 A gear-to-tooth ratio for torque coupling;
K 2 is a characteristic parameter of a planetary gear mechanism;
V 4 shift point unit for shifting a vehicle from a suspended gear to a torque gear: km/h
V max The unit is the maximum engagement rotational speed of the dog clutch: r/min
It should be noted that: only during the engagement process from the "neutral gear" to the "torque gear" will the problem of the engagement rotational speed be considered, and the trapezoidal dog clutch of the "allowable rotational speed difference" need to be used; however, the other side is always engaged in a relatively stationary state during engagement from "neutral" to "speed", so that no special demands are made on the dog clutch. Namely: the trapezoidal jaw clutch has no limitation on the right half and only the left half.

Claims (6)

1. The device for implementing the method comprises a main driving motor (17), a secondary driving motor (16), a power coupler (100), a power control unit (2) and a power coupling control unit (10), wherein the output end of the main driving motor (17) and the output end of the secondary driving motor (16) are respectively connected with the input end of the power coupler (100), and the power control unit (2) is respectively connected with the output end of the main driving motor (17), the output end of the secondary driving motor (16) and the output end of the power coupler (100) to cancel a mechanical synchronizer and a motor speed regulation control unit; the power coupler (100) comprises a planetary gear mechanism, a bidirectional trapezoidal jaw clutch, a clutch actuator (102) and a brake (104), wherein the bidirectional trapezoidal jaw clutch is connected with the clutch actuator (102), the power coupling control unit (10) is respectively connected with the clutch actuator (102) and the brake (104), and the power coupler also comprises a vehicle acceleration process control flow and a vehicle braking process control flow, and is characterized in that a pedal state is used as a vehicle control condition, and the power coupler is effective in a vehicle acceleration mode when only an accelerator pedal is stepped on; the vehicle braking mode is active when only the brake pedal is depressed, both the accelerator pedal and the brake pedal are depressed simultaneously, and both the accelerator pedal and the brake pedal are not depressed simultaneously.
2. The two-motor, non-synchronous, multi-speed power coupling control method of claim 1, wherein the vehicle acceleration process control flow comprises the steps of:
step one: when the vehicle stops running, the torque coupling clutch (109) is normally engaged, the brake (104) is normally braked, namely, the brake is always in a torque gear, when the whole vehicle control unit (7) detects that the vehicle acceleration mode is effective, a command is sent to the power control unit (2), and the power control unit (2) controls the motor control unit (18) to increase the torque of the main driving motor (17) and the secondary driving motor (16), so that the vehicle runs in an accelerating way; when the vehicle speed is greater than a set speed value V1, the main driving motor (17) increases the torque, the secondary driving motor (16) decreases the torque, and the total torque of the secondary driving motor is kept to meet the driving torque value of the current requirement; when the torque value of the secondary driving motor (16) is smaller than a smaller torque value M1 close to zero, the secondary driving motor (16) can be considered to be completely unloaded, and the clutch actuator (102) is used for disengaging the torque coupling clutch (109) to enter a suspension gear; the planetary gear mechanism comprises a planet carrier (105), a sun gear (103) and a gear ring (106), wherein an output shaft of a main driving motor (17) is connected with the sun gear (103), a torque coupling pinion (101) is coaxially arranged on the output shaft of the main driving motor (17), an output end of a secondary driving motor (16) is connected with the bidirectional trapezoidal jaw clutch, one side of the bidirectional trapezoidal jaw clutch is provided with a torque coupling large gear (110), the torque coupling large gear (110) is meshed with the torque coupling pinion (101) and the ratio of the number of teeth is larger than 1, the other side of the torque coupling large gear is provided with a gear ring meshing gear (107), the gear ring meshing gear (107) is meshed with the gear ring (106), and the gear ring (106) is provided with a brake (104); the bi-directional trapezoidal dog clutch includes a speed coupling clutch (108) and a torque coupling clutch (109).
3. The two-motor, non-synchronous, multi-speed power coupling control method of claim 2, wherein the vehicle acceleration process control flow further comprises: and secondly, when the gear is in a neutral gear, only the main driving motor (17) outputs power, the whole vehicle is in a medium speed section, the main driving motor (17) also correspondingly works in a medium speed and medium torque section, and the gear is in a high-efficiency area of a common motor, when the vehicle speed is larger than a set speed value V2, the braking rotation speed of the gear ring (106) by the brake (104) is zero, the stopping rotation speed of the secondary driving motor (16) is zero, so that the clutch actuator (102) directly acts to enable the rotation speed coupling clutch (108) to be engaged, after the engagement, the secondary driving motor (16) increases torque, and when the torque is larger than the set torque value M2, the secondary driving motor (16) can be considered to be loaded successfully, and the brake (104) is released and enters a rotation speed gear.
4. The two-motor, non-synchronous, multi-speed power coupling control method of claim 3, wherein the vehicle acceleration process control flow further comprises: and thirdly, in the rotating speed gear, the torques of the main driving motor (17) and the secondary driving motor (16) are output in a superposition way through the planetary gear mechanism, the rotating speeds of the main driving motor and the secondary driving motor can be coupled so that the rotating speed of the output shaft is further increased, and the vehicle runs at the highest vehicle speed when the vehicle speed continues to increase until the highest vehicle speed limit is reached.
5. The two-motor, non-synchronous, multi-speed power coupling control method of claim 2, wherein the vehicle braking process control flow comprises the steps of:
step one: when the vehicle runs at the highest speed, the rotating speed coupling clutch (108) is engaged, the brake (104) is released, the whole vehicle control unit (7) detects that the braking mode of the vehicle is effective and the current speed is smaller than the set speed value V3, a command is sent to the power control unit (2), the power control unit (2) controls the motor control unit (18) to enable the main driving motor (17) to keep the current torque, the secondary driving motor (16) carries out braking energy feedback, namely negative torque is generated, the rotating speed of the gear ring (106) can be reduced due to the braking torque effect of the secondary driving motor (16), the rotating speed of the secondary driving motor (16) can be reduced, and the rotating speed of the output shaft of the power coupler (100) can be reduced, so that the vehicle is decelerated; when the rotation speed of the secondary driving motor (16) is smaller than a smaller value N1 close to zero, namely the secondary driving motor (16) and the gear ring (106) are considered to be successfully braked, at the moment, the secondary driving motor (16) cancels braking energy feedback and keeps stopping, the brake (104) thoroughly brakes the gear ring (106), at the moment, the clutch actuator (102) acts to disconnect the rotation speed coupling clutch (108) and enter a suspension gear.
6. The two-motor, unsynchronized, multi-speed, power-coupling control method of claim 5, wherein the vehicle braking process control flow further comprises: step two, when in a neutral gear, the main driving motor (17) carries out braking energy feedback, the secondary driving motor (16) keeps in a stop state, and the vehicle speed is continuously reduced; when the vehicle speed is smaller than a set smaller vehicle speed value V4, the whole vehicle control unit (7) judges the braking intention of the driver, if the driver judges that the driving intention is that the vehicle stops, a command is sent to the power control unit (2) so that the main driving motor (17) continues to feed back braking energy, the secondary driving motor (16) still keeps a stop state, other execution mechanisms do not operate any operation, the vehicle speed continues to be reduced to the vehicle stop state, and at the moment, the clutch actuator (102) acts to enable the torque coupling clutch (109) to be connected and enter a torque gear; when it is determined that the driver intends to drive at a low speed, a clutch actuator (102) is operated to engage a torque coupling clutch (109) and bring the vehicle into a torque range, and both the main drive motor (17) and the sub drive motor (16) perform braking energy feedback, so that the vehicle speed is reduced to a vehicle stop.
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