CN110386001A - 用于转弯和再生制动能量捕获的横向运动控制 - Google Patents
用于转弯和再生制动能量捕获的横向运动控制 Download PDFInfo
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- CN110386001A CN110386001A CN201910306791.3A CN201910306791A CN110386001A CN 110386001 A CN110386001 A CN 110386001A CN 201910306791 A CN201910306791 A CN 201910306791A CN 110386001 A CN110386001 A CN 110386001A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
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- B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
- B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B62D—MOTOR VEHICLES; TRAILERS
- B62D9/00—Steering deflectable wheels not otherwise provided for
- B62D9/002—Steering deflectable wheels not otherwise provided for combined with means for differentially distributing power on the deflectable wheels during cornering
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
本公开提供了“用于转弯和再生制动能量捕获的横向运动控制”。一种车辆,包括:马达,所述马达各自被配置为驱动所述车辆的前轮;电子限滑差速器(eLSD),所述eLSD在所述车辆的后轮之间;以及控制器,所述控制器响应于车辆转向和所述马达中的每一个的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异。否则,所述控制器操作所述eLSD以将扭矩偏置向所述后轮中的一个。
Description
技术领域
本公开涉及包括产生驱动扭矩的电动马达的汽车的控制。
背景技术
混合动力电动车辆等通常包括一个或多个电动马达和用于推进车辆的发动机。因此,可以在驱动期间选择性使用电和非电源。可以基于在各种操作情况(诸如制动和转向)下是否和如何使用这些推进源中的一个或两个而影响车辆性能和燃料经济性。
发明内容
一种车辆包括:马达,所述马达各自被配置为驱动所述车辆的前轮;电子限滑差速器(eLSD),所述eLSD在所述车辆的后轮之间;以及控制器,所述控制器响应于车辆转向和所述马达中的每一个的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异,并且否则,操作所述eLSD以将扭矩偏置向所述后轮中的一个。
一种用于操作车辆的方法包括:响应于所述车辆的转向和被配置为驱动所述车辆的前轮的马达的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异;以及响应于所述车辆的转向和所述动力处于所述最大值,操作电子限滑差速器以将扭矩偏置向所述车辆的后轮中的一个。
一种汽车传动系包括:乘客侧马达和驾驶员侧马达,所述乘客侧马达和所述驾驶员侧马达各自分别驱动乘客侧车轮和驾驶员侧车轮;电子限滑差速器(eLSD),所述eLSD联接在另一个乘客侧车轮与另一个驾驶员侧车轮之间;以及控制器。所述控制器响应于转向角落在预限定的值范围内和所述马达中的每一个的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异,以及响应于所述转向角落在所述预限定的范围内和所述动力处于所述最大值,操作所述eLSD以将扭矩偏置向所述另一个乘客侧车轮和所述另一个驾驶员侧车轮中的一个。
附图说明
图1是车辆的示意图。
图2A和图2B是用于控制图1的车辆的算法的流程图。
具体实施方式
本文描述了本公开的各种实施例。然而,所公开的实施例仅是示例性的,并且其它实施例可以采用未明确示出或描述的各种形式和可选形式。附图不一定按比例绘制;一些特征可能会被放大或最小化以示出特定部件的细节。因此,本文公开的具体结构细节和功能细节不应被解释为是限制性的,而是仅作为教导本领域的普通技术人员以不同方式采用本发明的代表性基础。如本领域的普通技术人员将理解,参考附图中的任一个而示出和描述的各种特征可以与一个或多个其它附图中示出的特征组合以产生未明确地示出或描述的实施例。所示的特征的组合提供用于典型应用的代表性实施例。然而,特定应用或实现方式可能期望教导与本公开的一致的特征的各种组合和修改。
动力传动系统被认为在某些架构中包括可用于起动以及补充发动机的曲柄集成的起动机发电机。变速器将发动机和马达扭矩转换成变速器输出扭矩。变速器输出联接到电子限滑差速器,电子限滑差速器具有将变速器输出联接到一个或两个后轮的能力。机械变速器油泵可以与电动马达发电机位于同一轴上,以提供通过变速器的油流动来进行润滑和液压操作。该主泵可以由电动辅助泵补充。每个前轮由高电压马达驱动,高电压马达安装在底盘上,并通过轴和单速齿轮箱联接到前轮。
在正常操作下,驾驶员请求由车辆系统控制器解释。这些请求包括档位选择(PRNDL)和加速踏板位置,以解释驾驶员对车轮扭矩的意图。驾驶员对制动踏板的输入由制动系统控制模块解释,并且车轮扭矩修改请求被发送到车辆系统控制器以调整最终车轮扭矩。高电压电池控制器监测电池温度、电压、电流和荷电状态,并且确定最大允许放电功率极限和最大允许荷电功率极限。车辆系统控制确定动力传动系统操作点以维持电池荷电状态、最小化燃料消耗并提供驾驶员所需的车辆操作。车辆系统控制内的扭矩控制特征监督确定发动机与马达扭矩命令之间的扭矩分配,并且车轮扭矩分配特征确定前后推进之间的扭矩分配。
在前轴和后轴上包含马达的车辆中,或在前轴上包含马达而在后轴上包含电子限滑差速器的车辆中,可以用前轴、后轴或两者的组合使车辆的横向运动偏移。因此,横向偏置可以在前轴上电控地改变,并且在后轴上机械地改变,或两者的组合。此外,前轴被认为是主动的,因为马达可以用于添加或减去扭矩,而后轴被认为是被动的,因为电子限滑差速器只能用于减去扭矩。
这里,控制算法确定何时使用前轴上的马达来改变横向偏置、经由电子限滑差速器来改变后轴上的横向偏置,或使用两者的组合。该方法可以考虑车辆是正在加速还是正在减速、马达和高电压电池的极限、牵引极限、方向盘位置,以及对收集再生制动能量的期望。基于这些输入,算法确定哪个前马达适于增大或减小扭矩以改变横向偏置。在加速期间可以优选最有能力和最有效的动力源,以及在减速期间可以收集最大量的再生制动能量。
在加速期间,发动机驱动的后轴是推进车辆的主要动力源。如果在加速期间需要横向偏置,那么调整适当的前马达扭矩以提供所期望的横向偏置。以这种方式,可以实现最大加速度量。在减速期间,前马达的再生制动能力被用到其最大值,并且后电子限滑差速器用于提供横向偏压。以这种方式,可以重新捕获最大再生制动能量。
由于各个马达不执行扭矩矢量控制,因此一些先前解决方案在转弯期间将再生制动的量减少到低于估计值。这可以减少对电池的能量回收,从而影响燃料经济性。这里考虑的实现方式还可以帮助改善车辆的转弯感觉。
对于前驱动的独立电动马达车辆,使用前驱动的电动马达增加燃料经济性并使再生能量回收最大化。在转弯期间,转动惯量/重量向左或向右偏移。在前方的每个马达/马达组合的扭矩(扭矩矢量控制)的调整可以有效地改善在转弯时的操纵。在左转时,转动惯量向右偏移。可以通过减小右轮上的再生制动扭矩并增大左轮上的再生扭矩来使用前马达实现扭矩矢量控制,并且对于右转,反之亦然。另一方面,可以减小左前轮上的推进扭矩,并且可以增大右前轮上的推进扭矩,以在转弯期间执行平稳操纵。对于右转,左轮上的推进扭矩可以增大,并且右轮上的扭矩可以减小。对于后轮驱动的电动车辆,通过调整每个车轮或马达上的扭矩可以有效地提供转弯稳定性。如果后轮由单个马达驱动,那么可以使用电子限滑差速离合器来实现扭矩矢量控制。如果后轮由独立马达驱动,那么可以通过减小右轮上的再生制动扭矩并增大左轮上的再生扭矩来使用后马达实现左转,并且对于右转,反之亦然。还构想了其它场景。
对于全轮驱动电动车辆,电子限滑差速器和后驱动的马达的组合可以有效地提高在转弯期间的操纵稳定性。当在再生制动期间前马达最大化(马达处于再生制动的最大极限)时,可以在转弯期间使用电子限滑差速器实现扭矩矢量控制。当在加速期间前马达最大化(马达处于加速的最大极限)时,可以在转弯期间使用电子限滑差速器实现扭矩矢量控制。
鉴于上述,在左转期间从左轮流入电池的电流可以大于右轮,并且对于右转,反之亦然。在直线运动期间可以在每个前轮上观察到大致相等的电流量,而在转弯期间可以在前轮上观察到不同的电流值。在减速期间,当等量的电流值与前轮相关联时,转动惯量已经用电子限滑差速器改变以捕获尽可能多的再生能量。因此,在减速期间,当相同量的电流与前轮相关联时,每个后轮上的扭矩因电子限滑差速器的操作而是不同的。
参考图1,车辆10包括发动机12、曲柄集成的起动机发电机14、变速器(例如,双离合变速器)16、电子限滑差速器18和马达20、22。车辆10还包括轴24、26、28、30、32、34、36和车轮40、42、44、46。轴24机械地联接发动机12和曲柄集成的起动机发电机14。轴26机械地联接曲柄集成的起动机发电机14和变速器16。轴28机械地联接变速器16和电子限滑差速器18。轴30机械地联接电子限滑差速器18和车轮40。轴32机械地联接电子限滑差速器18和车轮42。轴34机械地联接马达20和车轮44。而且,轴36机械地联接马达22和轮46。因此,在该示例中,发动机12、曲柄集成的起动机发电机14、变速器16和电子限滑差速器18机械地串联。
车辆10还包括机械变速器泵48、电动变速器泵50、牵引(高电压)电池52、辅助(低电压)电池56、DC/DC转换器54和控制器58。控制器58(制动系统控制器、发动机系统控制器、车辆系统控制器等)被布置成与虚线框内包含的元件通信和/或控制这些元件。因此,由这些元件执行的动作可以响应于由控制器58发出的命令。
牵引电池52与马达20、22、曲柄集成的起动机发电机14和DC/DC转换器54电联接。因此,来自牵引电池52的电力可以根据需要被引导到马达20、22、曲柄集成的起动机发电机14和DC/DC 54转换器中的任一个或两个。同样地,来自马达20、22的动力可以被引导到牵引电池52以用于能量捕获。辅助电池56与DC/DC转换器54、电动变速器泵50和电子限滑差速器18电联接。因此,来自辅助电池56(和/或DC/DC转换器54)的电力可以根据需要被引导到电动变速器泵50和电子限滑差速器18。而且,来自DC/DC转换器54的电力可以被引导到辅助电池56以用于能量捕获。
参考图1、图2A和图2B,控制器58在操作60处确定马达20、22和牵引电池52的荷电状态是否在正常操作极限内。超出这些极限的值指示电功能性不可用。这样,如果否,控制器58进行到无电功能性结束框62。如果是,那么控制器58在操作64处确定牵引电池52的荷电/放电能力是否落在最小和最大荷电/放电极限内,因为牵引电池温度等可能影响牵引电池52可接收或提供电荷的速率。如果否,那么控制器58进行到无电功能性结束框62。如果是,那么控制器58在操作66处确定马达20、22是否以其最大值运行。控制器58可以例如将来自或通向马达20、22的动力与预限定的最大极限进行比较。如果否,那么控制器58在操作68处将操作以通过减小由马达20(提供给其的动力)产生的扭矩并增大由马达22(提供给其的动力)产生的扭矩来以在左转期间进一步将车辆10的转动惯量向右偏移,以及通过增大由马达20产生的扭矩并减小由马达22产生的扭矩来以在右转期间进一步将车辆10的转动惯量向左偏移。控制器58如此减小和增大动力的程度可取决于车辆转向的程度。转向角越大,相对减小和增大越大。在直线运动期间,控制器58可以操作以使用马达20、22和/或电子限滑差速器18根据需要将车辆10的转动惯量偏移到前或后。
返回操作66,如果是,那么控制器58在操作70处确定车辆10是在加速还是制动。控制器58可以检查流向或流自马达20、22的电流的方向是指示加速还是指示再生制动。假定操作70遵循操作66,那么这种加速或再生制动必然是最大的。如果发现最大加速,那么控制器58在操作72处将操作以通过经由电子限滑差速器18减小提供给车轮40的扭矩并增大提供给车轮42的扭矩来在左转期间将车辆10的转动惯量向右偏移,以及通过经由电子限滑差速器18增大提供给车轮40的扭矩并减小提供给车轮42的扭矩来在右转期间将车辆10的转动惯量向左偏移。
返回操作70,如果发现最大再生制动,那么控制器58在操作74处确定车辆10是否进行直线运动。控制器58可以例如检查转向角等。如果车辆10没有进行直线运动,那么控制器58在操作72处将操作以通过经由电子限滑差速器18减小提供给车轮40的扭矩并增大提供给车轮42的扭矩来在左转期间将车辆10的转动惯量向右偏移,以及通过经由电子限滑差速器18增大提供给车轮40的扭矩并减小提供给车轮42的扭矩来在右转期间将车辆10的转动惯量向左偏移。
返回操作74,如果车辆10进行直线运动,那么控制器在操作78处确定车辆10的转动惯量是否定位成使得该车辆的重心处于其阈值位置以便于实现稳定性。如果否,那么控制器58将在操作80处基于稳定性属性而进行常规扭矩成形。如果是,那么控制器58将在操作82处在前与后之间进行常规扭矩分配。
所公开的过程、方法、逻辑或策略可递送到处理装置、控制器或计算机/由其实现,所述处理装置、控制器或计算机可以包括任何现有的可编程电子控制单元或专用电子控制单元。类似地,过程、方法、逻辑或策略可以存储为可由控制器或计算机以许多形式执行的数据和指令,包括但不限于:永久地存储在各种类型的制品上的信息,所述各种类型的制品可以包括持久不可写存储介质,诸如ROM装置等;以及可变地存储在可写入存储介质上的信息,所述可写入存储介质诸如软盘、磁带、CD、RAM装置以及其它磁性和光学介质。过程、方法、逻辑或策略也可以软件可执行对象实现。或者,它们可以全部地或部分地使用合适的硬件部件来体现,所述合适的硬件部件诸如专用集成电路(ASIC)、现场可编程门阵列(FPGA)、状态机、控制器或其它硬件部件或装置,或硬件、软件和固件部件的组合。
在说明书中使用的字词是描述性字词而非限制性字词,并且应理解,可以在不脱离本公开和权利要求的精神和范围的情况下做出各种改变。如前所述,各种实施例的特征可以组合以形成可能未明确描述或示出的其它实施例。虽然各种实施例可能已经被描述为关于一个或多个所期望的特性相对于其它实施例或现有技术实现方式提供优点或是更优的,但是本领域的普通技术人员认识到,可以折衷一个或多个特征或特性以实现所期望的总体系统属性,这取决于具体的应用和实现方式。这些属性包括但不限于成本、强度、耐久性、寿命周期成本、可销售性、外观、包装、大小、可维护性、重量、可制造性、易组装性等。因此,被描述为就一个或多个特性方面相较其它实施例或现有技术实现方式来说不如期望的实施例并非在本公开的范围外并可能是特定应用所期望的。
根据本发明,提供了一种车辆。所述车辆具有:马达,所述马达各自被配置为驱动所述车辆的前轮;电子限滑差速器(eLSD),所述eLSD在所述车辆的后轮之间;以及控制器,所述控制器被编程为响应于车辆转向和所述马达中的每一个的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异,并且否则,操作所述eLSD以将扭矩偏置向所述后轮中的一个。
根据一个实施例,所述车辆转向是左转,并且更改所述马达的操作以增大所述动力之间的差异包括减小所述马达中的被配置为驱动所述前轮中的驾驶员侧前轮的一个马达的所述动力并增大所述马达中的被配置为驱动所述前轮中的乘客侧前轮的另一个马达的所述动力。
根据一个实施例,所述车辆转向是右转,并且更改所述马达的操作以增大所述动力之间的差异包括增大所述马达中的被配置为驱动所述前轮中的驾驶员侧前轮的一个马达的所述动力并减小所述马达中的被配置为驱动所述前轮中的乘客侧前轮的另一个马达的所述动力。
根据一个实施例,所述车辆转向是左转,并且操作所述eLSD以将扭矩偏置向所述后轮中的一个包括减小向所述后轮中的驾驶员侧后轮的扭矩并增大向所述后轮中的乘客侧后轮的扭矩。
根据一个实施例,所述车辆转向是右转,并且操作所述eLSD以将扭矩偏置向所述后轮中的一个包括增大向所述后轮中的驾驶员侧后轮的扭矩并减小向所述后轮中的乘客侧后轮的扭矩。
根据一个实施例,所述控制器还被编程为响应于车辆直线行驶和所述马达中的每一个的所述动力小于所述最大值,更改所述马达的操作以增大所述动力之间的差异或操作所述eLSD以将扭矩偏置向所述后轮中的一个。
根据本发明,一种用于操作车辆的方法包括:响应于所述车辆的转向和被配置为驱动所述车辆的前轮的马达的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异;以及响应于所述车辆的转向和所述动力处于所述最大值,操作电子限滑差速器以将扭矩偏置向所述车辆的后轮中的一个。
根据一个实施例,所述转向是所述车辆的左转,并且所述更改包括减小所述马达中的被配置为驱动所述前轮中的驾驶员侧前轮的一个马达的所述动力并增大所述马达中的被配置为驱动所述前轮中的乘客侧前轮的另一个马达的所述动力。
根据一个实施例,所述转向是所述车辆的右转,并且所述更改包括增大所述马达中的被配置为驱动所述前轮中的驾驶员侧前轮的一个马达的所述动力并减小所述马达中的被配置为驱动所述前轮中的乘客侧前轮的另一个马达的所述动力。
根据一个实施例,所述转向是左转,并且所述操作包括减小向所述后轮中的驾驶员侧后轮的扭矩并增大向所述后轮中的乘客侧后轮的扭矩。
根据一个实施例,所述转向是右转,并且所述操作包括增大向所述后轮中的驾驶员侧后轮的扭矩并减小向所述后轮中的乘客侧后轮的扭矩。
根据一个实施例,上述发明的特征还在于,响应于所述车辆的直线行驶和所述动力处于所述最大值,更改所述马达的操作以增大所述动力之间的差异或操作所述电子限滑差速器以将扭矩偏置向所述后轮中的一个。
根据本发明,提供了一种汽车传动系,所述汽车传动系具有:乘客侧马达和驾驶员侧马达,所述乘客侧马达和所述驾驶员侧马达各自被配置为分别驱动乘客侧车轮和驾驶员侧车轮;电子限滑差速器(eLSD),所述eLSD联接在另一个乘客侧车轮与另一个驾驶员侧车轮之间;以及控制器,所述控制器被编程为,响应于转向角落在预限定的值范围内和所述马达中的每一个的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异,以及响应于所述转向角落在所述预限定的范围内和所述动力处于所述最大值,操作所述eLSD以将扭矩偏置向所述另一个乘客侧车轮和所述另一个驾驶员侧车轮中的一个。
根据一个实施例,所述控制器还被编程为更改所述操作,使得所述差异随所述转向角的增大而增大。
根据一个实施例,所述控制器还被编程为操作所述eLSD,使得所述偏置随所述转向角的增大而增大。
根据一个实施例,所述预限定的值范围指示左转,并且更改所述马达的操作以增大所述动力之间的差异包括减小所述驾驶员侧马达的所述动力并增大所述乘客侧马达的所述动力。
根据一个实施例,所述预限定的值范围指示右转,并且更改所述马达的操作以增大所述动力之间的差异包括增大所述驾驶员侧马达的所述动力并减小所述乘客侧马达的所述动力。
根据一个实施例,所述预限定的值范围指示左转,并且操作所述eLSD以将扭矩偏置向所述另一个乘客侧车轮和所述另一个驾驶员侧车轮中的一个包括减小向所述另一个驾驶员侧车轮的扭矩并增大向所述另一个乘客侧车轮的扭矩。
根据一个实施例,所述预限定的值范围指示右转,并且操作所述eLSD以将扭矩偏置向所述另一个乘客侧车轮和所述另一个驾驶员侧车轮中的一个包括增大向所述另一个驾驶员侧车轮的扭矩并减小向所述另一个乘客侧车轮的扭矩。
根据一个实施例,所述控制器还被编程为响应于所述转向角指示车辆直线行驶和所述马达中的每一个的所述动力小于所述最大值,更改所述马达的操作以增大所述动力之间的差异或操作所述eLSD以将扭矩偏置向所述另一个乘客侧马达和所述另一个驾驶员侧车轮中的一个。
Claims (15)
1.一种车辆,所述车辆包括:
马达,所述马达各自被配置为驱动所述车辆的前轮;
电子限滑差速器(eLSD),所述eLSD在所述车辆的后轮之间;以及
控制器,所述控制器被编程为响应于车辆转向和
所述马达中的每一个的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异,并且
否则,操作所述eLSD以将扭矩偏置向所述后轮中的一个。
2.如权利要求1所述的车辆,其中所述车辆转向是左转,并且其中更改所述马达的操作以增大所述动力之间的差异包括减小所述马达中的被配置为驱动所述前轮中的驾驶员侧前轮的一个马达的所述动力并增大所述马达中的被配置为驱动所述前轮中的乘客侧前轮的另一个马达的所述动力。
3.如权利要求1所述的车辆,其中所述车辆转向是右转,并且其中更改所述马达的操作以增大所述动力之间的差异包括增大所述马达中的被配置为驱动所述前轮中的驾驶员侧前轮的一个马达的所述动力并减小所述马达中的被配置为驱动所述前轮中的乘客侧前轮的另一个马达的所述动力。
4.如权利要求1所述的车辆,其中所述车辆转向是左转,并且其中操作所述eLSD以将扭矩偏置向所述后轮中的一个包括减小向所述后轮中的驾驶员侧后轮的扭矩并增大向所述后轮中的乘客侧后轮的扭矩。
5.如权利要求1所述的车辆,其中所述车辆转向是右转,并且其中操作所述eLSD以将扭矩偏置向所述后轮中的一个包括增大向所述后轮中的驾驶员侧后轮的扭矩并减小向所述后轮中的乘客侧后轮的扭矩。
6.如权利要求1所述的车辆,其中所述控制器还被编程为响应于车辆直线行驶和所述马达中的每一个的所述动力小于所述最大值,更改所述马达的操作以增大所述动力之间的差异或操作所述eLSD以将扭矩偏置向所述后轮中的一个。
7.一种用于操作车辆的方法,所述用于操作车辆的方法包括:
响应于所述车辆的转向和被配置为驱动所述车辆的前轮的马达的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异;以及
响应于所述车辆的转向和所述动力处于所述最大值,操作电子限滑差速器以将扭矩偏置向所述车辆的后轮中的一个。
8.如权利要求7所述的方法,其中所述转向是所述车辆的左转,并且所述更改包括减小所述马达中的被配置为驱动所述前轮中的驾驶员侧前轮的一个马达的所述动力并增大所述马达中的被配置为驱动所述前轮中的乘客侧前轮的另一个马达的所述动力。
9.如权利要求7所述的方法,其中所述转向是所述车辆的右转,并且所述更改包括增大所述马达中的被配置为驱动所述前轮中的驾驶员侧前轮的一个马达的所述动力并减小所述马达中的被配置为驱动所述前轮中的乘客侧前轮的另一个马达的所述动力。
10.如权利要求7所述的方法,其中所述转向是左转,并且所述操作包括减小向所述后轮中的驾驶员侧后轮的扭矩并增大向所述后轮中的乘客侧后轮的扭矩。
11.如权利要求7所述的方法,其中所述转向是右转,并且所述操作包括增大向所述后轮中的驾驶员侧后轮的扭矩并减小向所述后轮中的乘客侧后轮的扭矩。
12.如权利要求7所述的方法,所述方法还包括响应于所述车辆的直线行驶和所述动力处于所述最大值,更改所述马达的操作以增大所述动力之间的差异或操作所述电子限滑差速器以将扭矩偏置向所述后轮中的一个。
13.一种汽车传动系,所述汽车传动系包括:
乘客侧马达和驾驶员侧马达,所述乘客侧马达和所述驾驶员侧马达各自被配置为分别驱动乘客侧车轮和驾驶员侧车轮;
电子限滑差速器(eLSD),所述eLSD联接在另一个乘客侧车轮与另一个驾驶员侧车轮之间;以及
控制器,所述控制器被编程为,
响应于转向角落在预限定的值范围内和所述马达中的每一个的动力小于最大值,更改所述马达的操作以增大所述动力之间的差异,以及
响应于所述转向角落在所述预限定的范围内和所述动力处于所述最大值,操作所述eLSD以将扭矩偏置向所述另一个乘客侧车轮和所述另一个驾驶员侧车轮中的一个。
14.如权利要求13所述的汽车传动系,其中所述控制器还被编程为更改所述操作,使得所述差异随所述转向角的增大而增大。
15.如权利要求13所述的汽车传动系,其中所述控制器还被编程为操作所述eLSD,使得所述偏置随所述转向角的增大而增大。
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