CN110014868B - Three-motor automobile power system and control method and device thereof - Google Patents

Three-motor automobile power system and control method and device thereof Download PDF

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Publication number
CN110014868B
CN110014868B CN201710972512.8A CN201710972512A CN110014868B CN 110014868 B CN110014868 B CN 110014868B CN 201710972512 A CN201710972512 A CN 201710972512A CN 110014868 B CN110014868 B CN 110014868B
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motor
gear set
torque value
working point
power system
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CN110014868A (en
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朱军
冷宏祥
李雯
孙俊
谷靖
杜建
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SAIC Motor Corp Ltd
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SAIC Motor Corp Ltd
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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
    • 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
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • 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
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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 provides a three-motor automobile power system and a control method and a device thereof, wherein the three-motor automobile power system comprises a first motor and a second motor which are arranged on one axle of front and rear axles and a third motor which is arranged on the other axle; compared with the single-motor drive, the multi-motor combined drive improves the dynamic property of the automobile; finally, because the synchronizer is selectively combined with one gear set in the second motor input shaft gear set according to the command of the controller, and the clutch is opened or closed according to the command of the controller, the optimal torque distribution among the three motors is realized, and the economical efficiency is improved.

Description

Three-motor automobile power system and control method and device thereof
Technical Field
The invention relates to the technical field of pure electric vehicles, in particular to a three-motor vehicle power system and a control method and device thereof.
Background
At present, most of pure electric vehicles are driven to run in a mode of combining a single motor with a first-gear or a second-gear gearbox power system.
At present, the peak torque, the power characteristic and the like of a single motor directly limit the dynamic performance of a pure electric vehicle; the single-gear transmission system can only transmit one transmission ratio, so that the economic optimization space of the automobile is not large, while the double-gear transmission system has the possibility of optimizing the system dynamic property and the economic property, but can generate the problems of power interruption and the like, thereby influencing the driving property.
Disclosure of Invention
In view of the above, the invention provides a three-motor vehicle power system and a control method and device thereof, so as to solve the problems that the driving performance is affected due to the fact that the existing single-gear economic optimization space is not large, and power interruption is generated in double gears. The technical scheme is as follows:
a three motor vehicle powertrain comprising:
the electric vehicle comprises a first motor and a second motor which are respectively arranged on one axle of a front axle and a rear axle, a third motor which is arranged on the other axle of the front axle and the rear axle, a first gear set connected with the first motor, a second motor input shaft gear set connected with the second motor, a controller, a second gear set connected with the third motor and a clutch arranged between the third motor and the second gear set, wherein the second motor input shaft gear set is composed of a synchronizer and two gear sets;
the controller controls the synchronizer to be combined with one gear set in the second motor input shaft gear set and the clutch to be opened or disconnected;
the first motor drives the first gear set to rotate, the second motor drives a gear set combined with the synchronizer, and when the clutch is in an open state, the third motor drives the second gear set to rotate so as to drive driving wheels connected with the first gear set, the second motor input shaft gear set and the second gear set to work together.
Preferably, one of the second motor input shaft gear sets is the first gear set.
A method for controlling a three-motor vehicle power system, which is applied to a controller in the three-motor vehicle power system according to any one of the above technical solutions, wherein the system further includes a first motor and a second motor respectively disposed on one of front and rear axles, a third motor disposed on the other of the front and rear axles, a first gear set connected to the first motor, a second motor input shaft gear set connected to the second motor, a second gear set connected to the third motor, and a clutch disposed between the third motor and the second gear set, wherein the second motor input shaft gear set is composed of a synchronizer and two gear sets, and the method includes:
respectively generating all first operating points of the first motor, all second operating points of the second motor and all third operating points of the third motor, wherein the first operating points comprise the current rotating speed value and the corresponding torque value of the first motor, the second operating points comprise the current rotating speed value and the corresponding torque value of the second motor in each gear, and the third operating points comprise the current rotating speed value and the torque value of the third motor;
selecting at least one working point group, and calculating the comprehensive efficiency of the power system of the working point group, wherein the working point group comprises one first working point, one second working point and one third working point;
judging whether the maximum power system comprehensive efficiency is greater than the previous historical power system comprehensive efficiency of the three-motor automobile power system;
if the current working point group is the last working point group, the comprehensive efficiency of the last historical power system of the three-motor automobile power system and the last historical working point group corresponding to the comprehensive efficiency of the last historical power system of the three-motor automobile power system are updated, the synchronizer is controlled to be combined with one gear set in the second motor input shaft gear set according to the updated working point group, the clutch is controlled to be opened or disconnected, so that the first motor drives the first gear set to rotate, the second motor drives one gear set combined with the synchronizer, and when the clutch is in an opened state, the third motor drives the second gear set to rotate so as to drive driving wheels connected with the first gear set, the second motor input shaft gear set and the second gear set to work together.
Preferably, the generating all the first operating points of the first motor, all the second operating points of the second motor, and all the third operating points of the third motor, respectively, includes:
traversing all first working points of the first motor;
for each first working point, calculating a wheel end torque value of the corresponding first motor according to the current rotating speed value and the torque value corresponding to the first working point;
calculating a required torque value of a finished automobile wheel end corresponding to each first working point;
judging whether the current rotating speed value of the third motor is within a preset third motor rotating speed limiting range or not;
when the current rotating speed value of the third motor is not within the preset third motor rotating speed limiting range, respectively generating all second operating points of the second motor and third operating points of the third motor according to a first preset operating point generating rule and the whole vehicle wheel end required torque value corresponding to each first operating point;
and when the current rotating speed value of the third motor is within the preset third motor rotating speed limit range, respectively generating all second working points of the second motor and third working points of the third motor according to a second preset working point generation rule and the whole vehicle wheel end required torque value corresponding to each first working point.
Preferably, the calculating the torque value required by the wheel end of the whole vehicle corresponding to each first operating point includes:
for each first working point, judging whether a torque value corresponding to the first working point is zero or not;
when the torque value corresponding to the first working point is zero, determining a required torque compensation value according to the current rotating speed value corresponding to the first working point;
when the torque value corresponding to the first working point is not zero, determining the required torque compensation value as zero;
determining a wheel end torque demand value according to the detected accelerator pedal depth value, the detected brake pedal depth value and the current vehicle speed value;
and calculating the finished vehicle wheel end required torque value corresponding to the first working point according to the required torque compensation value and the wheel end torque required value.
Preferably, according to a first preset operating point generation rule and each whole vehicle wheel end required torque value corresponding to the first operating point, all second operating points of the second motor and a third operating point of the third motor are respectively generated, including: determining the current rotating speed value and the current torque value of the third motor as zero, and generating a third working point of the third motor;
for each first working point, calculating a wheel end torque value corresponding to the second motor according to the vehicle wheel end required torque value corresponding to the first working point and the wheel end torque value of the first motor;
calculating the torque value of the second motor at the corresponding gear according to the wheel end torque value of the second motor, the current rotating speed value of the second motor at each gear and the previous historical torque value;
and generating all second working points of the second motor under each gear.
Preferably, according to a second preset operating point generation rule and each of the whole vehicle wheel end required torque values corresponding to the first operating point, all the second operating points of the second motor and the third operating point of the third motor are generated respectively, including: traversing all second working points of the second motor under each gear;
for each second working point under each gear, calculating a wheel end torque value of the corresponding second motor according to the current rotating speed value and the corresponding torque value corresponding to the second working point;
for each first working point and each second working point under each gear corresponding to the first working point, calculating a required torque value of a corresponding third motor according to a finished automobile wheel end required torque value corresponding to the first working point, a wheel end torque value of the first motor corresponding to the first working point and a wheel end torque value of the second motor corresponding to the second working point;
calculating a torque value corresponding to the third motor according to the current rotating speed value of the third motor and the required torque value corresponding to the third motor;
all third operating points of the third motor are generated.
Preferably, the calculating a torque value corresponding to the third motor according to the current rotation speed value of the third motor and the required torque value corresponding to the third motor includes:
determining the road transmission efficiency of the corresponding third motor according to the current rotating speed value of the third motor and the previous historical torque value of the corresponding third motor;
and calculating the torque value corresponding to the third motor according to the required torque value corresponding to the third motor, the transmission efficiency corresponding to the third motor and the preset transmission ratio of the third motor.
Preferably, the calculating the integrated efficiency of the power system of the working point group includes:
respectively calculating the mechanical efficiency of the first motor, the second motor and the third motor according to the working point groups;
respectively determining the motor running states of the first motor, the second motor and the third motor;
respectively calculating electric power of the first motor, the second motor and the third motor according to mechanical efficiency, a current rotating speed value, a torque value and a motor running state;
respectively calculating output efficiency and input efficiency of a power system according to mechanical power, electric power and motor running states of the first motor, the second motor and the third motor;
and calculating the comprehensive efficiency of the power system of the working point group according to the output efficiency of the power system and the input efficiency of the power system.
A three motor vehicle powertrain control apparatus comprising: the device comprises a working point generating module, a selecting and calculating module, a judging module and an updating control module;
the operating point generating module is configured to generate all first operating points of the first motor, all second operating points of the second motor, and all third operating points of the third motor, respectively, where the first operating points include a current rotation speed value and a corresponding torque value of the first motor, the second operating points include a current rotation speed value and a corresponding torque value of the second motor in each gear, and the third operating points include a current rotation speed value and a torque value of the third motor;
the selection calculation module is used for selecting at least one working point group and calculating the comprehensive efficiency of the power system of the working point group, wherein the working point group comprises one first working point, one second working point and one third working point;
the judging module is used for judging whether the maximum power system comprehensive efficiency is greater than the previous historical power system comprehensive efficiency of the three-motor automobile power system; if yes, executing the updating control module;
the updating control module is used for utilizing the comprehensive efficiency of the power system and the corresponding working point group, updating the previous historical power system comprehensive efficiency of the three-motor automobile power system and the corresponding previous historical operating point group, and controls the synchronizer to be combined with one of the second motor input shaft gear sets according to the updated operating point group, and the clutch is turned on or off, so that the first motor drives the first gear set to rotate, the second motor drives a gear set combined with the synchronizer, and when the clutch is in an open state, the third motor drives the second gear set to rotate, so as to drive the driving wheels respectively connected with the first gear set, the second motor input shaft gear set and the second gear set to work together.
Compared with the prior art, the invention has the following beneficial effects:
the invention provides a three-motor automobile power system and a control method and a device thereof, wherein the three-motor automobile power system comprises a first motor and a second motor which are arranged on one axle of front and rear axles and a third motor which is arranged on the other axle, and the first motor and the second motor can realize the common drive, so that the problem of power interruption during the gear switching of the second motor is avoided; furthermore, the third motor is used for jointly driving, so that the dynamic property of the automobile is improved; finally, because the synchronizer is selectively combined with one gear set in the second motor input shaft gear set according to the command of the controller, and the clutch is opened or closed according to the command of the controller, the optimal torque distribution among the three motors is realized, and the economical efficiency is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic diagram of a three-motor vehicle powertrain according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of another three-motor vehicle powertrain system provided in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of a three-motor vehicle powertrain according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a three motor vehicle powertrain according to an embodiment of the present invention;
FIG. 5 is a flowchart of a method for controlling a powertrain of a three-motor vehicle according to an embodiment of the present invention;
FIG. 6 is a partial flowchart of a method for controlling a powertrain of a three-motor vehicle according to an embodiment of the present invention;
FIG. 7 is a flowchart of another part of a method for controlling a powertrain of a three-motor vehicle according to an embodiment of the present invention;
FIG. 8 is a flowchart of a method for controlling a powertrain of a three-motor vehicle according to an embodiment of the present invention;
FIG. 9 is a flowchart of a method for controlling a powertrain of a three-motor vehicle according to an embodiment of the present invention;
FIG. 10 is a flowchart of a method for controlling a powertrain of a three-motor vehicle according to an embodiment of the present invention;
fig. 11 is a schematic structural diagram of a three-motor vehicle power system control device according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention provides a three-motor automobile power system, which comprises: a first motor 10 and a second motor 20 respectively provided on one of front and rear axles, a third motor 30 provided on the other of the front and rear axles, a first gear set 40 connected to the first motor 10, a second motor input shaft gear set 50 connected to the second motor 20, a controller (not shown in the figure), a second gear set 60 connected to the third motor 30, and a clutch 70 provided between the third motor 30 and the second gear set 60, wherein the second motor input shaft gear set 50 is composed of a synchronizer 501 and two gear sets;
the controller controls the synchronizer 501 to engage with one of the second motor input shaft gear set 50 and the opening or the disconnection of the clutch 70;
the first motor 10 drives the first gear set 40 to rotate, the second motor 20 drives a gear set combined with the synchronizer 501, and when the clutch 70 is in an open state, the third motor 30 drives the second gear set 60 to rotate, so as to drive the driving wheels respectively connected with the first gear set 40, the second motor input shaft gear set 50 and the second gear set 60 to work together.
Preferably, one of the second motor input shaft gear sets 50 is the first gear set 40 (the other gear set is 502), i.e., the first motor and the second motor share one first gear set; therefore, the one-way transmission ratio of the second motor is the same as that of the first motor, so that the three-motor automobile power system is simple in structure and low in cost.
Of course, the second motor input shaft gear set 50 may also include a third gear set 502 and a fourth gear set 503 that are different from the first gear set 40, i.e., the first motor and the second motor do not have a common gear set; therefore, the two transmission ratios of the second motor are different from the transmission ratio of the first motor, so that more speed ratio combinations are generated, and a larger speed ratio optimization space is provided.
The direction indicated by the arrows in fig. 1 and 2 is the forward direction of the vehicle, the second motor input shaft gear set 50 (not shown) includes a third gear set 502 and a fourth gear set 503, the first motor 10 and the second motor 20 are disposed on the front axle in fig. 1, the third motor 30 is disposed on the rear axle, the first motor 10 and the second motor 20 are disposed on the rear axle in fig. 2, and the third motor 30 is disposed on the front axle.
The direction indicated by the arrows in fig. 3 and 4 is the forward direction of the vehicle, the second motor input shaft gear set 50 (not shown) includes a first gear set 40 and another gear set 502, the first motor 10 and the second motor 20 are disposed on the front axle in fig. 3, the third motor 30 is disposed on the rear axle, the first motor 10 and the second motor 20 are disposed on the rear axle in fig. 4, and the third motor 30 is disposed on the front axle.
According to the three-motor automobile power system provided by the embodiment of the invention, the first motor and the second motor can be driven together, so that the problem of power interruption during gear switching of the second motor is avoided; furthermore, the third motor is used for jointly driving, so that the dynamic property of the automobile is improved; finally, because the synchronizer is selectively combined with one gear set in the second motor input shaft gear set according to the command of the controller, and the clutch is opened or closed according to the command of the controller, the optimal torque distribution among the three motors is realized, and the economical efficiency is improved.
Based on the three-motor vehicle power system provided by the embodiment, the embodiment of the invention discloses a three-motor vehicle power system control method, which is applied to a controller in any three-motor vehicle power system, and a flow chart of the method is shown in fig. 5, and comprises the following steps:
s10, respectively generating all first working points of the first motor, all second working points of the second motor and all third working points of the third motor;
the first working point comprises the current rotating speed value and the corresponding torque value of the first motor, the second working point comprises the current rotating speed value and the corresponding torque value of the second motor under each gear, and the third working point comprises the current rotating speed value and the corresponding torque value of the third motor;
in the process of executing step S10, whether the gear of the second electric machine directly affects the complexity and the execution duration of the method can be determined according to the shift curve, if the shift curve of the second electric machine with the vehicle speed and the accelerator pedal depth as variables is predetermined, then under the condition of certain vehicle speed and accelerator pedal depth, the gear of the second electric machine is already determined, that is, the gear set combined with the synchronizer in the second electric machine input shaft gear set is already determined, then the second operating point of the second electric machine in the gear is directly determined, and of course, if the shift curve of the second electric machine is not predetermined, the gear of the second electric machine is also an optimized variable.
In a specific implementation process, the step S10 "respectively generate all the first operating points of the first motor, all the second operating points of the second motor, and all the third operating points of the third motor" may specifically adopt the following steps, and a flowchart of the method is shown in fig. 6:
s101, traversing all first working points of a first motor;
in the process of executing step S101, an electric peak torque value and a power generation peak torque value of the first motor are determined according to the current rotation speed value of the first motor, where the electric peak torque value is a positive number and the power generation peak torque value is a negative number, and further, the electric peak torque value and the power generation peak torque value are sequentially decreased according to a preset traversal torque step size until the traversed torque value is smaller than the power generation peak torque, and certainly, the power generation peak torque value and the power generation peak torque value are sequentially increased according to the preset traversal torque step size until the traversed torque value is larger than the power generation peak torque, so that all first operating points of the first motor are obtained, and the first operating points include the current rotation speed value of the first motor and the traversed torque value.
S102, for each first working point, calculating a wheel end torque value of a corresponding first motor according to the current rotating speed value and the torque value corresponding to the first working point;
in the process of executing the step S102, firstly, the road transmission efficiency of the corresponding first motor is determined according to the current rotation speed value and the torque value corresponding to the first operating point; and calculating the wheel end torque value of the corresponding first motor according to the following formula (1):
TrqEM1atwheel＝TrqEM1×GREM1×EffiEM1GB(SpdEM1，TrqEM1) (1)
wherein, TrqEM1atwheelIs the wheel end torque value, Trq, of the first electric machineEM1For the torque value corresponding to the first operating point, GREM1For presetting the transmission ratio of the first motor circuit, EffiEM1GBIs the efficiency of the first motor, wherein SpdEM1For the current rotational speed value, Trq, corresponding to the first operating pointEM1The torque value corresponding to the first working point and the road transmission efficiency Effi of the first motor at the first working pointEM1GBIs the current rotation speed value Spd corresponding to the first working pointEM1Torque value Trq corresponding to the first operating pointEM1And (6) determining.
S103, calculating a required torque value of the finished automobile wheel end corresponding to each first working point;
in a specific implementation process, the step S103 of calculating the required torque value of the finished vehicle wheel end corresponding to each first operating point may specifically adopt the following steps, and a flowchart of the method is shown in fig. 7:
s1031, for each first working point, judging whether the torque value corresponding to the first working point is zero or not; when the torque value corresponding to the first operating point is zero, executing step S1032; when the torque value corresponding to the first operating point is not zero, step S1033 is performed;
s1032, determining a required torque compensation value according to the current rotating speed value corresponding to the first working point;
in the process of executing step S1032, the required torque compensation value corresponding to the current rotation speed value may be determined according to a preset mapping relationship between the rotation speed and the required torque compensation, and of course, the required torque compensation value may also be specifically set according to actual needs, for example, the required torque compensation value is set to a fixed value.
S1033, determining the required torque compensation value to be zero;
s1034, determining a wheel end torque demand value according to the detected depth value of the accelerator pedal, the detected depth value of the accelerator pedal and the current vehicle speed value;
in the process of executing step S1034, a depth value of an accelerator pedal, a depth value of the accelerator pedal, and a required torque compensation value corresponding to the current vehicle speed value may be determined according to a preset mapping relationship between the depth of the accelerator pedal, the vehicle speed, and the wheel-end torque requirement.
S1035, calculating a finished automobile wheel end required torque value corresponding to the first working point according to the required torque compensation value and the wheel end torque required value;
in executing step S1035, the vehicle wheel end required torque value may be calculated according to the following formula (2):
Trqvehreqatwheel＝Trqvehreqatwheel1+Trqvehreqatwheel2 (2)
wherein, TrqvehreqatwheelIs the torque value required by the wheel end of the whole vehicle, Trqvehreqatwheel1For the compensation value of the required torque, Trqvehreqatwheel2The wheel end torque demand value.
S104, judging whether the current rotating speed value of the third motor is within a preset third motor rotating speed limiting range or not; when the current rotating speed value of the third motor is not within the preset third motor rotating speed limit range, executing step S105; when the current rotating speed value of the third motor is within the preset third motor rotating speed limit range, executing the step S106;
s105, respectively generating all second working points of the second motor and third working points of the third motor according to a first preset working point generation rule and a finished automobile wheel end required torque value corresponding to each first working point;
in a specific implementation process, in the step S105, "respectively generate all the second operating points of the second motor and the third operating point of the third motor according to the first preset operating point generation rule and the vehicle wheel end required torque value corresponding to each first operating point" may specifically adopt the following steps, and a flowchart of the method is shown in fig. 8:
s1051, determining the current rotating speed value and the torque value of the third motor as zero, and generating a third working point of the third motor;
in the process of performing step S1051, the third operating point of the third motor is (0, 0).
S1052, for each first working point, calculating a wheel end torque value of a corresponding second motor according to a finished automobile wheel end required torque value corresponding to the first working point and a wheel end torque value of the first motor;
in performing step S1052, the wheel end torque value of the respective second electric machine may be calculated according to the following equation (3):
TrqEM2atwheel＝Trqvehreqatwheel-TrqEM1atwheel (3)
wherein, TrqEM2atwheelThe wheel end torque value of the corresponding second electric machine.
S1053, calculating the torque value of the second motor at the corresponding gear according to the wheel end torque value of the second motor, the current rotating speed value of the second motor at each gear and the previous historical torque value;
in the process of executing step S1053, the torque value of the second electric machine in the first gear may be calculated according to the following equation (4):
TrqEM21＝TrqEM2atwheel/GR1EM2/EffiEM2GB1(SpdEM21，Trqlast moment of EM21) (4)
Wherein, TrqEM21 is the torque value of the second electric machine in the first gear, GR1EM2For presetting the road transmission ratio, Effi, of the second electric machine in the first gearEM2GB1 is the road transmission efficiency of the second electric machine in the first gear, wherein SpdEM21 is the current rotation speed value of the second motor in the first gear, TrqLast moment of EM21 is the last history button of the second motor under the first gearMoment value, road transmission efficiency Effi of the second motor at the first gearEM2GB1 is the current speed value Spd of the second electric machine in the first gearEM21 and the previous historical torque value Trq of the second electric machine in the first gearLast moment of EM21, determined.
Of course, the torque value of the second electric machine in the second gear can be calculated according to the following equation (5):
TrqEM22＝TrqEM2atwheel/GR2EM2/EffiEM2GB2(SpdEM22，Trqlast moment of EM22) (5)
Wherein, TrqEM22 is the torque value of the second electric machine in the second gear, GR2EM2For presetting the road transmission ratio, Effi, of the second electric machine in the second gearEM2GB2 is the road transmission efficiency of the second electric machine in the second gear, wherein SpdEM22 is the current rotation speed value of the second motor in the second gear, TrqLast moment of EM22 is the last historical torque value of the second motor under the second gear, and the road transmission efficiency Effi of the second motor under the second gearEM2GB2 is the current speed Spd of the second electric machine in the second gearEM22 and the previous historical torque value Trq of the second electric machine in the second gearLast moment of EM22, and (2).
And S1054, generating all second working points of the second motor under each gear.
In the process of executing step S1054, the generated second operating points include all the second operating points of the second electric machine in the first gear, and also include all the second operating points of the second electric machine in the second gear;
the requirement is that before generating all the second working points of the second motor in each gear, it can be further determined whether the current rotation speed value of the second motor in each gear is within a preset second motor rotation speed limit range; and only when the speed of the second motor is within the preset limit range of the rotating speed of the second motor, all second working points of the second motor under the corresponding gear can be generated.
S106, respectively generating all second working points of a second motor and a third working point of a third motor according to a second preset working point generation rule and a finished automobile wheel end required torque value corresponding to each first working point;
in a specific implementation process, the step S106 "respectively generate all the second operating points of the second motor and the third operating points of the third motor according to the second preset operating point generation rule and the vehicle wheel end required torque value corresponding to each first operating point" may specifically adopt the following steps, and a flowchart of the method is shown in fig. 9:
s1061, traversing all second working points of the second motor under each gear;
in the process of executing step S1061, an electric peak torque value and a power generation peak torque value of the second motor at each gear are determined according to the current rotation speed value of the second motor at each gear, where the electric peak torque value is a positive number, and the power generation peak torque value is a negative number, and further, the electric peak torque value and the power generation peak torque value are sequentially decreased according to a preset traversal torque step size until the traversed torque value is smaller than the power generation peak torque, and certainly, the power generation peak torque value and the power generation peak torque value are sequentially increased according to the preset traversal torque step size until the traversed torque value is larger than the power generation peak torque, so that all second working points of the second motor at each gear are obtained, and the second working points include the current rotation speed value of the second motor at each gear and the traversed torque value.
S1062, for each second working point under each gear, calculating a wheel end torque value of a corresponding second motor according to the current rotating speed value and the corresponding torque value corresponding to the second working point;
in the process of executing the step S1062, determining the road transmission efficiency of the corresponding second motor according to the current rotation speed value and the torque value corresponding to the second operating point; and then calculating the wheel end torque value of the corresponding second motor according to the following formula (6):
TrqEM2atwheel＝TrqEM2×GR1EM2×EffiEM2GB(SpdEM2，TrqEM2) (6)
wherein, TrqEM2atwheelFor wheel end torque values of the respective second electrical machine, TrqEM2The current rotating speed value corresponding to the second working point,GR1EM2for a preset path transmission ratio, Effi, of the second motor corresponding to the second operating pointEM2GBIs the efficiency of the second motor, wherein SpdEM2For the current rotational speed value, Trq, of the second motor at the second operating pointEM2The torque value of the second motor corresponding to the second working point.
S1063, calculating a required torque value of a corresponding third motor according to a finished vehicle wheel end required torque value corresponding to the first working point, a wheel end torque value of a first motor corresponding to the first working point and a wheel end torque value of a second motor corresponding to the second working point for each first working point and each second working point under each gear corresponding to the first working point;
in the process of executing step S1063, the required torque value of the corresponding third electric machine may be calculated according to the following equation (7):
TrqEM3atwheel＝Trqvehreqatwheel-TrqEM1atwheel-TrqEM2atwheel (7)
wherein, TrqEM3atwheelFor a value of torque required of the corresponding third electric machine, TrqvehreqatwheelA vehicle wheel end required torque value Trq corresponding to the first working pointEM1atwheelA wheel end torque value, Trq, of the first motor corresponding to the first operating pointEM2atwheelAnd the wheel end torque value of the second motor corresponding to the second working point.
S1064, calculating a torque value of the corresponding third motor according to the current rotating speed value of the third motor and the required torque value of the corresponding third motor;
in the process of performing step S1064, the torque value of the corresponding third motor may be calculated according to the following equation (8):
TrqEM3＝TrqEM3atwheel/GREM3/EffiEM3GB(SpdEM3，Trqlast moment of EM3) (8)
Wherein, TrqEM3For the torque value of the respective third electric machine, GREM3For presetting the transmission ratio of the third motor circuit, EffiEM3GBIs the efficiency of the third motor, wherein SpdEM3Is a third motorCurrent value of rotational speed, TrqLast moment of EM3The road drive efficiency Effi of the third motor is the last historical torque value of the third motorEM3GBIs determined by the current speed value Spd of the third motorEM3And the last history torque value Trq of the third motorLast moment of EM3And (6) determining.
S1065, all third operating points of the third motor are generated.
S20, selecting at least one working point group, and calculating the comprehensive efficiency of the power system of the working point group, wherein the working point group comprises a first working point, a second working point and a third working point;
in a specific implementation process, the step S20 of "calculating the integrated efficiency of the power system of the operating point group" may specifically adopt the following steps, and a flowchart of the method is shown in fig. 10:
s201, respectively calculating mechanical efficiencies of a first motor, a second motor and a third motor according to the working point groups;
in the process of executing step S201, the mechanical efficiency of the first motor in the operating point group may be calculated according to the following formula (8):
PwrMEM1＝TrqEM1×SpdEM1 (8)
wherein PwrMEM1For the mechanical efficiency of the first electrical machine, TrqEM1Is the torque value, Spd, included in the first operating point of the set of operating pointsEM1The current rotating speed value contained in the first working point in the working point group;
PwrMEM2＝TrqEM2×SpdEM2 (9)
wherein PwrMEM2For the mechanical efficiency of the second machine, TrqEM2Is the torque value, Spd, included in the second operating point of the set of operating pointsEM2The current rotating speed value contained in the second working point in the working point group;
PwrMEM3＝TrqEM3×SpdEM3 (10)
wherein PwrMEM3For the mechanical efficiency of the third machine, TrqEM3Is the torque value, Spd, included in the third operating point of the set of operating pointsEM3As a group of operating pointsThe current rotational speed value contained in the third operating point.
S202, respectively determining the motor running states of a first motor, a second motor and a third motor;
in the process of executing the step S202, determining a motor operation state of the first motor according to the positive and negative of the current torque value included in the first operating point in the operating point group, wherein when the current torque value is positive, the first motor is in an electric state, and when the current torque value is negative, the first motor is in a power generation state;
similarly, the motor running state of the second motor is determined according to the positive and negative of the current torque value contained in the second working point in the working point group, and when the current torque value is positive, the second motor is in an electric state, and when the current torque value is negative, the second motor is in a power generation state;
similarly, the motor running state of the third motor is determined according to the method.
S203, respectively calculating electric power of the first motor, the second motor and the third motor according to the mechanical efficiency, the current rotating speed value, the torque value and the motor running state;
in the process of performing step S203, when the motor is in the motoring state, the electric power may be calculated using the following equation (11), and when the motor is in the generating state, the electric power may be calculated using the following equation (12):
PwrEEM*mot＝PwrMEM*/EffiEM*mot(SpdEM*，TrqEM*) (11)
wherein PwrEEM*motFor the electrical efficiency of the electric machine in the motoring state, PwrMEM*As mechanical power of the machine, EffiEM*motFor the electromotive efficiency of the motor, SpdEM*For the current rotational speed value of the motor, TrqEM*For the torque values of the motors, "+" indicates the motors generally, when it is "1", the electrical efficiency of the first motor is calculated, when it is "2", the electrical efficiency of the second motor is calculated, when it is "3", the electrical efficiency of the third motor is calculated;
PwrEEM*gen＝PwrMEM*×EffiEM*gen(SpdEM*，TrqEM*) (12)
wherein PwrEEM*genFor the electrical efficiency of the machine in the generating state, PwrMEM*As mechanical power of the machine, EffiEM*genFor the electromotive efficiency of the motor, SpdEM*For the current rotational speed value of the motor, TrqEM*For the torque values of the electrical machines, "+" indicates the electrical machines in general, when "1" the electrical efficiency of the first electrical machine is calculated, when "2" the electrical efficiency of the second electrical machine is calculated, and when "3" the electrical efficiency of the third electrical machine is calculated.
S204, respectively calculating the output efficiency and the input efficiency of the power system according to the mechanical power and the electric power of the first motor, the second motor and the third motor and the running state of the motors;
in the process of executing step S204, the respective motor operating states of the first motor, the second motor, and the third motor are first determined, and further, the following equations (13) (15) (17) (19) (21) (23) (25) (27) are used to calculate the power system input power, and the following equations (14) (16) (18) (20) (22) (24) (26) (28) are used to calculate the power system output power, in combination with the mechanical power and the electric power of the motors:
when the first motor, the second motor and the third motor are all in an electric state:
Pwrinput＝PwrEEM1mot+PwrEEM2mot+PwrEEM3mot (13)
Pwroutput＝PwrMEM1+PwrMEM2+PwrMEM3 (14)
wherein PwrinputFor power system input power, PwroutputOutputting power for the power system;
when the first motor, the second motor and the third motor are all in a power generation state:
Pwrinput＝PwrMEM1+PwrMEM2+PwrMEM3 (15)
Pwroutput＝PwrEEM1gen+PwrEEM2gen+PwrEEM3gen (16)
when the first motor is in an electric state, and the second motor and the third motor are in a power generation state:
Pwrinput＝PwrEEM1mot+PwrMEM2+PwrMEM3 (17)
Pwroutput＝PwrMEM1+PwrEEM2gen+PwrEEM3gen (18)
when the first motor and the third motor are in an electric state and the second motor is in a power generation state:
Pwrinput＝PwrEEM1mot+PwrMEM2+PwrEEM3mot (19)
Pwroutput＝PwrMEM1+PwrEEM2gen+PwrMEM3 (20)
when the first motor and the second motor are in an electric state and the third motor is in a power generation state:
Pwrinput＝PwrEEM1mot+PwrEEM2mot+PwrMEM3 (21)
Pwroutput＝PwrMEM1+PwrMEM2+PwrEEM3gen (22)
when the first motor is in a power generation state, and the second motor and the third motor are in an electric state:
Pwrinput＝PwrMEM1+PwrEEM2mot+PwrEEM3mot (23)
Pwroutput＝PwrEEM1gen+PwrMEM2+PwrMEM3 (24)
when the first motor and the third motor are in a power generation state, and the second motor is in an electric state:
Pwrinput＝PwrMEM1+PwrEEM2mot+PwrMEM3 (25)
Pwroutput＝PwrEEM1gen+PwrMEM2+PwrEEM3gen (26)
when the first motor and the second motor are in a power generation state, and the third motor is in an electric state:
Pwrinput＝PwrMEM1+PwrMEM2+PwrEEM3mot (27)
Pwroutput＝PwrEEM1gen+PwrEEM2gen+PwrMEM3 (28)。
s205, calculating the comprehensive efficiency of the power system of the working point group according to the output efficiency and the input efficiency of the power system;
in the process of executing step S205, the powertrain integrated efficiency of the operating point group may be calculated according to the following formula (29):
Effisystem＝Pwroutput/Pwrinput (29)
wherein EffisystemThe comprehensive efficiency of the power system of the working point group.
S30, judging whether the maximum power system comprehensive efficiency is greater than the previous historical power system comprehensive efficiency of the three-motor automobile power system; if yes, go to step S40;
and S40, updating the previous historical power system comprehensive efficiency and the previous historical operating point group corresponding to the previous historical power system comprehensive efficiency of the three-motor automobile power system by using the power system comprehensive efficiency and the operating point group corresponding to the previous historical operating point group, controlling the synchronizer to be combined with one gear set in the second motor input shaft gear set and the clutch to be opened or disconnected according to the updated operating point group, so that the first motor drives the first gear set to rotate, the second motor drives one gear set combined with the synchronizer, and when the clutch is in an opened state, the third motor drives the second gear set to rotate so as to drive the driving wheels connected with the first gear set, the second motor input shaft gear set and the second gear set to work together.
The above steps S101 to S106 are only a preferred implementation of the process of generating all the first operating points of the first motor, all the second operating points of the second motor, and all the third operating points of the third motor respectively in step S10 disclosed in this embodiment, and the specific implementation of this process may be arbitrarily set according to its own requirements, which is not limited herein.
The steps S1031 to S1035 are only one preferable implementation manner of the process of "calculating the required torque value of the entire wheel end corresponding to each first operating point" in step S103 disclosed in the embodiment of the present application, and specific implementation manners of this process may be arbitrarily set according to own requirements, and are not limited herein.
The above steps S1051 to S1054 are merely a preferred implementation manner of the process of "generating all the second operating points of the second motor and the third operating point of the third motor according to the first preset operating point generating rule and the whole vehicle wheel end required torque value corresponding to each first operating point" in step S105 disclosed in this embodiment of the present application, and a specific implementation manner related to this process may be arbitrarily set according to its own requirements, which is not limited herein.
The above steps S1061 to S1065 are only a preferred implementation manner of the process of "generating all the second operating points of the second motor and the third operating point of the third motor according to the second preset operating point generation rule and the full vehicle wheel end required torque value corresponding to each first operating point" in step S106 disclosed in this embodiment, and a specific implementation manner related to this process may be arbitrarily set according to its own requirements, which is not limited herein.
The above steps S201 to S205 are only one preferred implementation manner of the process of "calculating the integrated efficiency of the power system of the operating point group" in step S20 disclosed in the embodiment of the present application, and the specific implementation manner of this process may be arbitrarily set according to its own requirements, and is not limited herein.
According to the control method of the three-motor automobile power system, the synchronizer is controlled to be selectively combined with one gear set in the second motor input shaft gear set and the clutch is controlled to be opened or disconnected according to the comprehensive efficiency of the optimal power system, so that the optimal torque distribution among the three motors is realized, and the economical efficiency is improved.
Based on the control method of the three-motor vehicle power system provided by the above embodiment, the embodiment of the present invention discloses a control device of a three-motor vehicle power system, as shown in fig. 11, including: a working point generating module 101, a selecting and calculating module 102, a judging module 103 and an updating control module 104;
the operating point generating module 101 is configured to generate all first operating points of the first motor, all second operating points of the second motor, and all third operating points of the third motor, respectively, where the first operating points include a current rotation speed value and a corresponding torque value of the first motor, the second operating points include a current rotation speed value and a corresponding torque value of the second motor in each gear, and the third operating points include a current rotation speed value and a torque value of the third motor;
the selection calculation module 102 is used for selecting at least one working point group and calculating the comprehensive efficiency of the power system of the working point group, wherein the working point group comprises a first working point, a second working point and a third working point;
the judging module 103 is used for judging whether the maximum power system comprehensive efficiency is greater than the previous historical power system comprehensive efficiency of the three-motor automobile power system; if yes, executing the update control module 40;
and an update control module 104, configured to update the previous historical power system comprehensive efficiency and the previous historical operating point group corresponding to the previous historical power system comprehensive efficiency of the three-motor vehicle power system by using the power system comprehensive efficiency and the previous historical operating point group corresponding to the previous historical power system comprehensive efficiency, and control the synchronizer to be combined with one gear set of the second motor input shaft gear set and the clutch to be turned on or turned off according to the updated operating point group, so that the first motor drives the first gear set to rotate, the second motor drives one gear set combined with the synchronizer, and when the clutch is in a turned-on state, the third motor drives the second gear set to rotate, so as to jointly drive driving wheels connected to the first gear set, the second motor input shaft gear set, and the second gear set to work.
The control device of the three-motor automobile power system provided by the embodiment of the invention controls the synchronizer to be selectively combined with one gear set in the second motor input shaft gear set and controls the clutch to be opened or disconnected according to the comprehensive efficiency of the optimal power system, so that the optimal torque distribution among the three motors is realized, and the economical efficiency is improved.
The three-motor automobile power system, the control method and the control device thereof provided by the invention are described in detail, specific examples are applied in the description to explain the principle and the implementation mode of the invention, and the description of the embodiments is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
It should be noted that, in the present specification, the embodiments are all described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.
It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include or include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A three motor vehicle powertrain, comprising:
the electric vehicle comprises a first motor and a second motor which are respectively arranged on one axle of a front axle and a rear axle, a third motor which is arranged on the other axle of the front axle and the rear axle, a first gear set connected with the first motor, a second motor input shaft gear set connected with the second motor, a controller, a second gear set connected with the third motor and a clutch arranged between the third motor and the second gear set, wherein the second motor input shaft gear set is composed of a synchronizer and two gear sets;
the controller controls the synchronizer to be combined with one gear set in the second motor input shaft gear set and the clutch to be opened or disconnected;
the first motor drives the first gear set to rotate, the second motor drives a gear set combined with the synchronizer, and when the clutch is in a closed state, the third motor drives the second gear set to rotate so as to drive driving wheels connected with the first gear set, the second motor input shaft gear set and the second gear set to work together.
2. The system of claim 1 wherein one of the second motor input shaft gear sets is the first gear set.
3. A control method for a three-motor vehicle power system, which is applied to the controller of any one of claims 1-2, the system further comprising a first motor and a second motor respectively disposed on one of the front and rear axles, a third motor disposed on the other of the front and rear axles, a first gear set connected to the first motor, a second motor input shaft gear set connected to the second motor, a second gear set connected to the third motor, and a clutch disposed between the third motor and the second gear set, wherein the second motor input shaft gear set is composed of a synchronizer and two gear sets, the method comprising:
respectively generating all first operating points of the first motor, all second operating points of the second motor and all third operating points of the third motor, wherein the first operating points comprise the current rotating speed value and the corresponding torque value of the first motor, the second operating points comprise the current rotating speed value and the corresponding torque value of the second motor in each gear, and the third operating points comprise the current rotating speed value and the torque value of the third motor;
selecting at least one working point group, and calculating the comprehensive efficiency of the power system of the working point group, wherein the working point group comprises one first working point, one second working point and one third working point;
judging whether the maximum power system comprehensive efficiency is greater than the previous historical power system comprehensive efficiency of the three-motor automobile power system;
if so, updating the previous historical power system comprehensive efficiency and the previous historical working point group corresponding to the previous historical power system comprehensive efficiency of the three-motor automobile power system by utilizing the maximum power system comprehensive efficiency and the working point group corresponding to the maximum power system comprehensive efficiency, controlling the synchronizer to be combined with one gear set in the second motor input shaft gear set and the clutch to be opened or disconnected according to the updated working point group, so that the first motor drives the first gear set to rotate, the second motor drives one gear set combined with the synchronizer, and when the clutch is in an opening state, the third motor drives the second gear set to rotate so as to jointly drive driving wheels respectively connected with the first gear set, the second motor input shaft gear set and the second gear set to work.
4. The method of claim 3, wherein the generating all first operating points for the first motor, all second operating points for the second motor, and all third operating points for the third motor, respectively, comprises:
traversing all first working points of the first motor;
for each first working point, calculating a wheel end torque value of the corresponding first motor according to the current rotating speed value and the torque value corresponding to the first working point;
calculating a required torque value of a finished automobile wheel end corresponding to each first working point;
judging whether the current rotating speed value of the third motor is within a preset third motor rotating speed limiting range or not;
when the current rotating speed value of the third motor is not within the preset third motor rotating speed limiting range, respectively generating all second operating points of the second motor and third operating points of the third motor according to a first preset operating point generating rule and the whole vehicle wheel end required torque value corresponding to each first operating point;
and when the current rotating speed value of the third motor is within the preset third motor rotating speed limit range, respectively generating all second working points of the second motor and third working points of the third motor according to a second preset working point generation rule and the whole vehicle wheel end required torque value corresponding to each first working point.
5. The method of claim 4, wherein calculating the full vehicle wheel end demand torque value corresponding to each of the first operating points comprises:
for each first working point, judging whether a torque value corresponding to the first working point is zero or not;
when the torque value corresponding to the first working point is zero, determining a required torque compensation value according to the current rotating speed value corresponding to the first working point;
when the torque value corresponding to the first working point is not zero, determining the required torque compensation value as zero;
determining a wheel end torque demand value according to the detected accelerator pedal depth value, the detected brake pedal depth value and the current vehicle speed value;
and calculating the finished vehicle wheel end required torque value corresponding to the first working point according to the required torque compensation value and the wheel end torque required value.
6. The method according to claim 4, wherein the generating all the second operating points of the second motor and the third operating point of the third motor according to a first preset operating point generating rule and the vehicle wheel end required torque value corresponding to each of the first operating points respectively comprises: determining the current rotating speed value and the current torque value of the third motor as zero, and generating a third working point of the third motor;
for each first working point, calculating a wheel end torque value corresponding to the second motor according to the vehicle wheel end required torque value corresponding to the first working point and the wheel end torque value of the first motor;
calculating the torque value of the second motor at the corresponding gear according to the wheel end torque value of the second motor, the current rotating speed value of the second motor at each gear and the previous historical torque value;
and generating all second working points of the second motor under each gear.
7. The method according to claim 4, wherein the generating all the second operating points of the second motor and the third operating point of the third motor according to a second preset operating point generating rule and the vehicle wheel end required torque value corresponding to each of the first operating points respectively comprises: traversing all second working points of the second motor under each gear;
for each second working point under each gear, calculating a wheel end torque value of the corresponding second motor according to the current rotating speed value and the corresponding torque value corresponding to the second working point;
for each first working point and each second working point under each gear corresponding to the first working point, calculating a required torque value of a corresponding third motor according to a finished automobile wheel end required torque value corresponding to the first working point, a wheel end torque value of the first motor corresponding to the first working point and a wheel end torque value of the second motor corresponding to the second working point;
calculating a torque value corresponding to the third motor according to the current rotating speed value of the third motor and the required torque value corresponding to the third motor;
all third operating points of the third motor are generated.
8. The method of claim 7, wherein calculating a torque value for the respective third electric machine based on the current speed value of the third electric machine and the requested torque value for the respective third electric machine comprises: determining the road transmission efficiency of the corresponding third motor according to the current rotating speed value of the third motor and the previous historical torque value of the corresponding third motor;
and calculating the torque value corresponding to the third motor according to the required torque value corresponding to the third motor, the transmission efficiency corresponding to the third motor and the preset transmission ratio of the third motor.
9. The method of claim 3, wherein said calculating a powertrain efficiency composite for said set of operating points comprises:
respectively calculating the mechanical efficiency of the first motor, the second motor and the third motor according to the working point groups;
respectively determining the motor running states of the first motor, the second motor and the third motor;
respectively calculating electric power of the first motor, the second motor and the third motor according to mechanical efficiency, a current rotating speed value, a torque value and a motor running state;
respectively calculating output efficiency and input efficiency of a power system according to mechanical power, electric power and motor running states of the first motor, the second motor and the third motor;
and calculating the comprehensive efficiency of the power system of the working point group according to the output efficiency of the power system and the input efficiency of the power system.
10. A control device for a three-motor vehicle power system, which is applied to the controller of any one of claims 1-2, the system further comprising a first motor and a second motor respectively disposed on one of the front and rear axles, a third motor disposed on the other of the front and rear axles, a first gear set connected to the first motor, a second motor input shaft gear set connected to the second motor, a second gear set connected to the third motor, and a clutch disposed between the third motor and the second gear set, wherein the second motor input shaft gear set is composed of a synchronizer and two gear sets, the device comprising: the device comprises a working point generating module, a selecting and calculating module, a judging module and an updating control module;
the operating point generating module is configured to generate all first operating points of the first motor, all second operating points of the second motor, and all third operating points of the third motor, respectively, where the first operating points include a current rotation speed value and a corresponding torque value of the first motor, the second operating points include a current rotation speed value and a corresponding torque value of the second motor in each gear, and the third operating points include a current rotation speed value and a torque value of the third motor;
the selection calculation module is used for selecting at least one working point group and calculating the comprehensive efficiency of the power system of the working point group, wherein the working point group comprises one first working point, one second working point and one third working point;
the judging module is used for judging whether the maximum power system comprehensive efficiency is greater than the previous historical power system comprehensive efficiency of the three-motor automobile power system; if yes, executing the updating control module;
the updating control module is used for utilizing the maximum power system comprehensive efficiency and the corresponding working point group, updating the previous historical power system comprehensive efficiency of the three-motor automobile power system and the corresponding previous historical operating point group, and controls the synchronizer to be combined with one of the second motor input shaft gear sets according to the updated operating point group, and the clutch is turned on or off, so that the first motor drives the first gear set to rotate, the second motor drives a gear set combined with the synchronizer, and when the clutch is in an open state, the third motor drives the second gear set to rotate, so as to drive the driving wheels respectively connected with the first gear set, the second motor input shaft gear set and the second gear set to work together.
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