CN112406497A - Dual-motor torque vector control system and method, power assembly and vehicle - Google Patents
Dual-motor torque vector control system and method, power assembly and vehicle Download PDFInfo
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- CN112406497A CN112406497A CN202011302871.0A CN202011302871A CN112406497A CN 112406497 A CN112406497 A CN 112406497A CN 202011302871 A CN202011302871 A CN 202011302871A CN 112406497 A CN112406497 A CN 112406497A
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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
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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
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
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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
Abstract
The invention discloses a torque vector control system and method of a parallel shaft type double motor, a power assembly and a vehicle. The system comprises a first speed reducing unit for transmitting the output torque of a first motor to a first wheel mechanism, a second speed reducing unit for transmitting the output torque of a second motor to a second wheel mechanism, a clutch unit for controlling the on-off of the output shafts of the two motors, a clutch unit for controlling the on-off of the first motor and the first speed reducing unit, a clutch unit for controlling the on-off of the second motor and the second speed reducing unit and a control unit for controlling the switching states and the transmission powers of the three clutch units. The method comprises the step of correspondingly controlling the switching states and the transmission power of the three clutch units according to the torque vector distribution instruction. The power assembly comprises the system, and the vehicle comprises the power assembly. According to the invention, the problem that the running efficiency of the motor is possibly low because the four-wheel driving force free control system cannot realize the running of the single-motor driven vehicle can be solved.
Description
Technical Field
The invention belongs to the technology of automobile torque vector control, and particularly relates to a torque vector control system and method of a parallel shaft type double motor, a power assembly and a vehicle.
Background
How to evaluate the maneuverability of a vehicle is one of the important criteria for evaluating the maneuverability of a vehicle, and with the improvement of the requirements of people on the stability and flexibility of vehicle operation, many vehicles at present use a torque vector distribution technology which can effectively meet the harsh requirements of people on the vehicle maneuverability.
The main purposes of the torque vector distribution control are to improve vehicle handling performance, increase steering response speed, reduce instability of steering, increase over-bending speed, and the like. For example, when the vehicle is operating in an understeer condition, the torque vectoring control system may distribute more torque to the outer wheels to assist in steering the vehicle and optimize the steering capability of the vehicle for the vehicle to travel as intended by the driver. If the vehicle oversteers, it will transmit more torque to the inboard wheels, modifying the steering for the driver.
The existing torque vector distribution control system mainly adopts a four-wheel driving force free control system (SH-AWD), a front-rear axle transfer device of the system is directly arranged on a front transmission axle, one part of torsion is distributed to the front axle, the other part of the torsion is transmitted to a rear driving unit through a carbon fiber transmission shaft, and the rear driving unit is a core component of the four-wheel driving force free control system.
However, the existing four-wheel driving force free control system cannot realize the running of a single-motor driven vehicle, and cannot ensure the efficient running of the motor, thereby affecting the system economy.
Disclosure of Invention
The invention aims to solve the problem that the running efficiency of a motor is possibly low because the existing four-wheel driving force free control system cannot realize the running of a single-motor driven vehicle.
In order to achieve the aim, the invention provides a parallel-shaft type dual-motor torque vector control system, a parallel-shaft type dual-motor torque vector control method, a power assembly and a vehicle.
According to a first aspect of the present invention, a torque vectoring system of parallel shaft type dual motors is proposed, wherein the parallel shaft type dual motors comprise a first motor and a second motor with output shafts oppositely arranged.
The torque vector control system of the parallel shaft type double motors comprises a first speed reducing unit, a second speed reducing unit and a torque control unit, wherein the first speed reducing unit is used for transmitting the torque of an output shaft of a first motor to a first wheel mechanism;
a second reduction unit for transmitting torque of an output shaft of the second motor to a second wheel mechanism;
a first clutch unit for controlling the separation and engagement of the output shaft of the first motor and the output shaft of the second motor;
a second clutch unit for controlling the separation and engagement of the output shaft of the first motor and the first reduction unit;
a third clutch unit for controlling the separation and engagement of the output shaft of the second motor and the second reduction unit;
and the control unit is used for responding to a torque vector distribution instruction, and controlling the switching states of the first clutch unit, the second clutch unit and the third clutch unit and the transmission power of the second clutch unit and the third clutch unit.
Preferably, the first clutch means is a coupling type clutch.
Preferably, the second clutch unit and the third clutch unit are both a dog clutch.
Preferably, a first torque transmission element adapted to the torque input of the second clutch unit is provided on the output shaft of the first electric machine.
Preferably, a second torque transmission element adapted to the torque input of the third clutch unit is provided on the output shaft of the second electric machine.
Preferably, the first speed reduction unit is implemented by using a first gear pair structure, and a torque input end and a torque output end of the first gear pair structure are respectively matched with a torque output end of the second clutch unit and a torque input end of the first wheel mechanism.
Preferably, the second reduction gear unit is implemented by a second gear set structure, and a torque input end and a torque output end of the second gear set structure are respectively matched with a torque output end of the third clutch unit and a torque input end of the second wheel mechanism.
According to a second aspect of the present invention, there is provided a torque vectoring method of a parallel-axis type dual motor, the torque vectoring method being implemented based on any one of the torque vectoring systems described above, including the steps of:
controlling the first clutch unit, the second clutch unit, and the third clutch unit to be engaged in response to a first torque vector allocation command;
controlling the first clutch unit, the second clutch unit and the third clutch unit to be engaged and controlling the transmission power of the second clutch unit and the third clutch unit in response to a second torque vector distribution command;
and in response to a third torque vector distribution instruction, controlling the first clutch unit to be switched off and the second clutch unit and the third clutch unit to be switched on, and controlling the transmission power of the second clutch unit and/or the third clutch unit.
According to a third aspect of the present invention, a powertrain is presented. The powertrain of the present invention includes any of the torque vectoring systems described above.
According to a fourth aspect of the present invention, a vehicle is proposed. The vehicle of the invention comprises the power assembly.
The invention has the beneficial effects that:
according to the torque vector control system of the parallel shaft type double motors, the switching states of the first clutch unit, the second clutch unit and the third clutch unit and the transmission power of the second clutch unit and the third clutch unit can be controlled through the control unit. When the first clutch unit, the second clutch unit and the third clutch unit are all in the on state, single motor driving of a corresponding vehicle can be achieved, and meanwhile torque vector distribution control can be achieved by controlling the transmission power of the second clutch unit and the third clutch unit. Therefore, the torque vector control system of the parallel shaft type double motors can meet the driving requirement of a single motor of a vehicle under a specific operation working condition, so that the motors can operate efficiently, and the economical efficiency of the system is ensured.
The torque vector control method, the power assembly and the vehicle of the parallel shaft type double-motor of the invention and the torque vector control system of the parallel shaft type double-motor belong to a general inventive concept, so the torque vector control method and the power assembly have the same beneficial effects as the torque vector control system of the parallel shaft type double-motor.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent by describing in more detail exemplary embodiments thereof with reference to the attached drawings, in which like reference numerals generally represent like parts throughout.
FIG. 1 shows a transmission schematic of a parallel shaft two motor torque vectoring system according to an embodiment of the present invention.
Detailed Description
Preferred embodiments of the present invention will be described in more detail below. While the following describes preferred embodiments of the present invention, it should be understood that the present invention may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
Example (b): fig. 1 shows a transmission diagram of a parallel shaft type dual-motor torque vectoring system of the present embodiment. Referring to fig. 1, the torque vectoring system of the parallel-axis type dual motor of the present embodiment includes:
a first reduction unit for transmitting torque of an output shaft of the first motor 1 to the first wheel mechanism 2;
a second reduction unit for transmitting torque of an output shaft of the second electric motor 3 to the second wheel mechanism 4;
a first clutch unit 5 for controlling the separation and engagement of the output shaft of the first motor 1 and the output shaft of the second motor 3;
a second clutch unit 6 for controlling the separation and engagement of the output shaft of the first motor 1 and the first reduction unit;
a third clutch unit 7 for controlling the separation and engagement of the output shaft of the second motor 3 and the second reduction unit;
and the control unit is used for responding to the torque vector distribution instruction and controlling the switching state and the transmission power of the first clutch unit 5, the second clutch unit 6 and the third clutch unit 7.
In the present embodiment, the first clutch unit 5 is a coupling type clutch, and the second clutch unit 6 and the third clutch unit 7 are both pinion-type clutches.
In the present exemplary embodiment, a first torque transmission element 8, which is adapted to the torque input of the second clutch unit, is arranged on the output shaft of the first electric machine 1. A second torque transmission part 9 matched with the torque input end of the third clutch unit 7 is arranged on the output shaft of the second electric machine 3, wherein the first torque transmission part 8 and the second torque transmission part 9 are respectively realized by a first gear and a second gear.
In this embodiment, the first speed reduction unit is implemented by using a first gear pair structure, and a torque input end and a torque output end of the first gear pair structure are respectively matched with a torque output end of the second clutch unit 6 and a torque input end of the first wheel mechanism 2. In particular, the first gear wheel set structure comprises a third gear wheel 10, a first connecting shaft 11 and a fourth gear wheel 12, wherein the third gear wheel 10 and the fourth gear wheel 12 are respectively a torque input end and a torque output end of the first gear wheel set structure.
In this embodiment, the second reduction unit is implemented by using a second gear pair structure, and a torque input end and a torque output end of the second gear pair structure are respectively matched with a torque output end of the third clutch unit 7 and a torque input end of the second wheel mechanism 4. Specifically, the second gear pair structure includes a fifth gear 13, a second connecting shaft 14 and a sixth gear 15, wherein the fifth gear 13 and the sixth gear 15 are a torque input end and a torque output end of the second gear pair structure, respectively.
In practical application, the other functional units, except the control unit, included in the parallel shaft type dual-motor torque vectoring system of the present embodiment are all packaged and arranged inside the transmission. The control unit is implemented in the form of an ECU, and the torque vector distribution command is from an assisted driving range controller of the vehicle.
In practical applications, the first clutch unit 5, the second clutch unit 6, the third clutch unit 7, the first torque transmission member 8, the second torque transmission member 9, the first connecting shaft 11 and the second connecting shaft 14 may be provided in a modular manner. According to the arrangement, through matching different motors, speed ratio parameters of the third gear 10, the fourth gear 12, the fifth gear 13 and the sixth gear 15 are adjusted, so that more products can be developed to adapt to more vehicle types, and the development cost and the development period of the products are greatly saved.
Correspondingly, the present embodiment further provides a torque vectoring method for parallel-axis dual motors, which is implemented based on the torque vectoring system for parallel-axis dual motors of the above embodiments, and includes the following steps:
controlling the first clutch unit 5, the second clutch unit 6 and the third clutch unit 7 to be switched in response to the first torque vector distribution instruction;
controlling the first clutch unit 5, the second clutch unit 6 and the third clutch unit 7 to be engaged and controlling the transmission power of the second clutch unit 6 and the third clutch unit 7 in response to the second torque vector distribution instruction;
in response to the third torque vector allocation command, the first clutch unit 5 is controlled to be switched off and the second clutch unit 6 and the third clutch unit 7 are controlled to be switched on, and the transmission power of the second clutch unit 6 and/or the third clutch unit 7 is controlled.
The torque vector control method of the parallel-axis dual motor of the present embodiment is described in more detail below with reference to the practice:
1. single motor drive vehicle travel control: the first clutch unit 5, the second clutch unit 6 and the third clutch unit 7 are put into operation, the output shaft of the first motor 1 is connected with the output shaft of the second motor 3, the output shaft of the first motor 1 is connected with the first speed reduction unit, the output shaft of the second motor 3 is connected with the second speed reduction unit, the first motor 1 or the second motor 3 works, the output torque of the first motor 1 is transmitted to the first wheel mechanism 2 through the second clutch unit 6 and the first speed reduction unit, and is transmitted to the second wheel mechanism 4 through the first clutch unit 5, the third clutch unit 7 and the second speed reduction unit; the output torque of the second electric motor 3 is transmitted to the second wheel mechanism 4 via the third clutch unit 7 and the second reduction gear unit, and is transmitted to the first wheel mechanism 2 via the first clutch unit 5, the second clutch unit 6, and the first reduction gear unit.
When the vehicle normally travels straight, the first motor 1 or the second motor 3 can drive the vehicle to travel independently, so that the working points of the torque and the rotating speed of the vehicle in normal running conform to the Map distribution of the motor efficiency, the motors are guaranteed to work in respective high-efficiency areas, the power consumption is reduced, and the economy of the vehicle in normal running is improved.
2. The speed difference control of the first wheel mechanism and the second wheel mechanism in the vehicle straight-ahead process: the first clutch unit 5, the second clutch unit 6 and the third clutch unit 7 are put into operation, the output shaft of the first motor 1 is engaged with the output shaft of the second motor 3, the output shaft of the first motor 1 is engaged with the first speed reduction unit, the output shaft of the second motor 3 is engaged with the second speed reduction unit, single-motor drive or dual-motor common drive is realized, distribution of input torque to the first wheel mechanism 2 and the second wheel mechanism 4 is realized by controlling the transmission power of the second clutch unit 6 and the third clutch unit 7, and further speed difference control of the first wheel mechanism 2 and the second wheel mechanism 4 in the vehicle straight-ahead process is realized. When the vehicle normally travels straight and the first wheel mechanism 2 and the second wheel mechanism 4 need a small rotational speed difference, the transmission powers of the second clutch unit 6 and the third clutch unit 7 are adjusted by controlling the pressures of the second clutch unit 6 and the third clutch unit 7, so that the torque distribution of the first wheel mechanism 2 and the second wheel mechanism 4 is realized, and the speed difference requirements of the first wheel mechanism 2 and the second wheel mechanism 4 in the normal straight traveling process of the vehicle are further met.
3. The dual-motor common drive vehicle running control: the first clutch unit 5, the second clutch unit 6 and the third clutch unit 7 are put into operation, the output shaft of the first motor 1 is engaged with the output shaft of the second motor 3, the output shaft of the first motor 1 is engaged with the first speed reduction unit, the output shaft of the second motor 3 is engaged with the second speed reduction unit, and the first motor 1 and the second motor 3 both output torque. Under the higher operating mode to moment of torsion or power demand such as vehicle climbing abrupt slope, sharp acceleration, high-speed overtaking, first motor 1 and second motor 3 can the collaborative work, and the common drive vehicle goes to satisfy under the extreme operating mode, the vehicle is to the demand of dynamic nature.
4. Vehicle escaping driving control: the first clutch unit 5, the second clutch unit 6, and the third clutch unit 7 are engaged, the output shaft of the first motor 1 is engaged with the output shaft of the second motor 3, the output shaft of the first motor 1 is engaged with the first reduction unit, the output shaft of the second motor 3 is engaged with the second reduction unit, single-motor drive or dual-motor common drive is performed, and the first wheel mechanism 2 and the second wheel mechanism 4 are caused to slip to a limited extent without a differential speed by controlling the transmission powers of the second clutch unit 6 and the third clutch unit 7. Poor road conditions, when the vehicle is stranded, through the transmission power of control second clutch unit 6 and third clutch unit 7, realize the limited slip control to first wheel mechanism 2 and second wheel mechanism 4, and then realize the distribution of the moment of torsion size of first wheel mechanism 2 and second wheel mechanism 4 to promote the performance of getting rid of poverty of vehicle.
5. And (3) recovering sliding energy: during the sliding process of the vehicle with the throttle released by a driver, the first clutch unit 5, the second clutch unit 6 and the third clutch unit 7 are put into operation, the output shaft of the first motor 1 is connected with the output shaft of the second motor 3, the output shaft of the first motor 1 is connected with the first speed reducing unit, the output shaft of the second motor 3 is connected with the second speed reducing unit, the single motor drives to provide negative torque and transmits the negative torque to the first wheel mechanism 2 and the second wheel mechanism 4, so that the vehicle slides in a speed reducing mode, and the driving motor is ensured to work in a high-efficiency area to generate electricity as far as possible, thereby efficiently recovering the vehicle sliding energy.
6. Recovering braking energy: during braking of a vehicle when a driver steps on a brake pedal, the first clutch unit 5, the second clutch unit 6 and the third clutch unit 7 are put into operation, the output shaft of the first motor 1 is connected with the output shaft of the second motor 3, the output shaft of the first motor 1 is connected with the first speed reduction unit, the output shaft of the second motor 3 is connected with the second speed reduction unit, and the single motor drive or the double motor drive is used for providing negative torque and transmitting the negative torque to the first wheel mechanism 2 and the second wheel mechanism 4, so that the vehicle is decelerated and braked, and vehicle braking energy is recovered to the maximum extent on the premise of ensuring vehicle braking performance. In the process of vehicle sliding or deceleration braking, the first motor 1 and the second motor 3 can provide negative torque for energy recovery, and the motors are still in a high-efficiency region to work when the system recovers energy by reasonably distributing the torque of the first motor 1 and the second motor 3; during emergency deceleration braking, the double motors simultaneously provide large negative torque, and braking energy is recovered as much as possible, so that the driving economy of the vehicle is improved to the maximum extent.
7. Vehicle turning travel control: the first clutch unit 5 is cut off, the second clutch unit 6 and the third clutch unit 7 are put into operation, the output shaft of the first motor 1 is separated from the output shaft of the second motor 3, the output shaft of the first motor 1 is connected with the first speed reducing unit, the output shaft of the second motor 3 is connected with the second speed reducing unit, the first motor 1 controls the torque of the first wheel mechanism 2 through the second clutch unit 6 and the first speed reducing unit, and the second motor 3 controls the torque of the second wheel mechanism 4 through the third clutch unit 7 and the second speed reducing unit, so that the torque magnitude and direction of the first wheel mechanism 2 and the second wheel mechanism 4 are accurately controlled in the turning process of the vehicle, and the driving controllability of the vehicle is improved; when the vehicle on the inner side needs negative torque in the turning process, the energy recovery in the turning process can be realized, and the running economy of the vehicle is further improved.
Further, the embodiment also provides a power assembly. The powertrain of the present embodiment includes the torque vectoring system of the above-described embodiment.
Further, the embodiment also provides a vehicle. The vehicle of the present embodiment includes the power train of the above-described embodiment.
Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.
Claims (10)
1. A torque vectoring system of a parallel axis dual motor including a first motor and a second motor having output shafts arranged in opposition, the torque vectoring system comprising:
a first reduction unit for transmitting torque of an output shaft of the first motor to a first wheel mechanism;
a second reduction unit for transmitting torque of an output shaft of the second motor to a second wheel mechanism;
a first clutch unit for controlling the separation and engagement of the output shaft of the first motor and the output shaft of the second motor;
a second clutch unit for controlling the separation and engagement of the output shaft of the first motor and the first reduction unit;
a third clutch unit for controlling the separation and engagement of the output shaft of the second motor and the second reduction unit;
and the control unit is used for responding to a torque vector distribution instruction, and controlling the switching states of the first clutch unit, the second clutch unit and the third clutch unit and the transmission power of the second clutch unit and the third clutch unit.
2. The parallel shaft dual motor torque vectoring system of claim 1 wherein said first clutch unit is a coupling type clutch.
3. The parallel shaft dual motor torque vectoring system of claim 1 wherein said second clutch unit and said third clutch unit are both dog clutches.
4. The parallel shaft dual motor torque vectoring system of claim 1 wherein a first torque transfer member is provided on the output shaft of said first motor to mate with the torque input of said second clutch unit.
5. The parallel shaft dual motor torque vectoring system of claim 1 wherein a second torque transfer element is provided on the output shaft of said second motor to mate with the torque input of said third clutch unit.
6. The parallel shaft type dual motor torque vectoring system of claim 1 wherein said first reduction unit is implemented using a first gear pair configuration having torque input and torque output terminals that mate with the torque output terminal of said second clutch unit and the torque input terminal of said first wheel mechanism, respectively.
7. The parallel-axis dual-motor torque vectoring system according to claim 1, wherein said second reduction unit is implemented with a second gear set configuration having torque inputs and torque outputs matching torque inputs of said third clutch unit and said second wheel mechanism, respectively.
8. The parallel-axis dual-motor torque vectoring method based on the system of any one of claims 1 to 7, comprising:
controlling the first clutch unit, the second clutch unit, and the third clutch unit to be engaged in response to a first torque vector allocation command;
controlling the first clutch unit, the second clutch unit and the third clutch unit to be engaged and controlling the transmission power of the second clutch unit and the third clutch unit in response to a second torque vector distribution command;
and in response to a third torque vector distribution instruction, controlling the first clutch unit to be switched off and the second clutch unit and the third clutch unit to be switched on, and controlling the transmission power of the second clutch unit and/or the third clutch unit.
9. A powertrain comprising a torque vectoring system as claimed in any one of claims 1 to 7.
10. A vehicle comprising a powertrain as claimed in claim 9.
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