CN113147429B - Motor torque control method, device, equipment and vehicle of dual-motor electric automobile - Google Patents

Motor torque control method, device, equipment and vehicle of dual-motor electric automobile Download PDF

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CN113147429B
CN113147429B CN202110430917.5A CN202110430917A CN113147429B CN 113147429 B CN113147429 B CN 113147429B CN 202110430917 A CN202110430917 A CN 202110430917A CN 113147429 B CN113147429 B CN 113147429B
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motor
torque
motor torque
torque distribution
torque control
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CN113147429A (en
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胡智睿
徐洋
付江涛
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BAIC Motor Co Ltd
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    • 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
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Power Engineering (AREA)
  • Transportation (AREA)
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  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a motor torque control method, a motor torque control device, motor torque control equipment and a vehicle of a dual-motor electric automobile. The method comprises the steps of obtaining the required torque of a motor end, determining the magnitude relation between the required torque of the motor end and the maximum positive torque and the minimum negative torque of the motor end, judging whether a preset motor torque distribution mechanism is triggered or not according to the magnitude relation, responding to the judgment result that the motor torque distribution mechanism is triggered, obtaining the optimal motor torque distribution scheme which enables the energy loss of the motor end to be minimum, and carrying out torque control on double motors according to the optimal motor torque distribution scheme. The device comprises various functional modules for correspondingly executing the steps. The apparatus includes a processor and a memory, the processor implementing the method when executing a computer program stored in the memory. The vehicle includes the apparatus. According to the invention, the problem of high energy consumption level of the whole vehicle caused by the passive compensation type motor torque distribution method of the conventional double-motor electric vehicle can be solved.

Description

Motor torque control method, device and equipment for dual-motor electric automobile and vehicle
Technical Field
The invention belongs to the field of torque control of electric automobiles, and particularly relates to a motor torque control method, a motor torque control device, motor torque control equipment and a motor torque control vehicle of a double-motor electric automobile.
Background
In recent years, in the face of double pressure of energy crisis and environmental pollution, the world automobile industry faces strategic transformation, pure electric vehicles become one of the strategic development directions of the automobile industry in China, and the market share of electric vehicles is gradually increased. Compared with a single-motor-configuration pure electric vehicle, the double-motor-configuration pure electric vehicle has a more flexible torque distribution mode and takes power performance and economy into consideration. The two-motor torque distribution mode that two motor configuration electric motor cars that present on the market adopted mostly passive compensation mode, preferentially select main driving motor work, when waiting main driving motor power not enough, supplementary motor compensation lost power.
However, the passive compensation type dual-motor torque distribution of the existing dual-motor configuration pure electric vehicle enables the electric vehicle to be independently driven by the main driving motor under most working conditions, so that the condition that the operating point of the main driving motor deviates from the high-efficiency interval of the motor often occurs, the energy utilization rate of the motor is low, the energy consumption of the whole vehicle is increased, and the achievement of the economic index of the whole vehicle is adversely affected.
Disclosure of Invention
The invention aims to solve the problem of high energy consumption level of the whole vehicle caused by the passive compensation type motor torque distribution method of the existing double-motor electric vehicle.
In order to achieve the purpose, the invention provides a motor torque control method, a motor torque control device, motor torque control equipment and a vehicle of a dual-motor electric automobile.
According to a first aspect of the present invention, there is provided a motor torque control method of a dual-motor electric vehicle, the motor torque control method comprising:
acquiring a torque required by a motor end;
determining the magnitude relation between the required torque at the motor end and the maximum positive torque and the minimum negative torque at the motor end;
judging whether a preset motor torque distribution mechanism is triggered or not according to the magnitude relation;
acquiring an optimal motor torque distribution scheme which minimizes energy loss at a motor end in response to a judgment result that the motor torque distribution mechanism is triggered;
and carrying out torque control on the double motors according to the optimal motor torque distribution scheme.
The double motors comprise a main driving motor and an auxiliary motor, the maximum positive torque at the motor end is the sum of the maximum positive torque of the main driving motor and the maximum positive torque of the auxiliary motor, and the minimum negative torque at the motor end is the sum of the minimum negative torque of the main driving motor and the minimum negative torque of the auxiliary motor.
Preferably, the obtaining of the motor-end required torque includes:
determining the required torque of the whole vehicle according to the detected opening degree of an accelerator pedal;
and determining the torque required by the motor end according to the torque required by the whole vehicle and the pre-acquired speed ratio of the transmission.
Preferably, the triggering conditions of the motor torque distribution mechanism are as follows:
the required torque of the motor end is larger than the minimum negative torque of the motor end and smaller than the maximum positive torque of the motor end.
Preferably, the method for obtaining the optimal motor torque distribution scheme includes:
setting a motor torque distribution condition and an interval torque value;
acquiring all motor torque distribution schemes which meet the motor torque distribution conditions and take interval torque values as intervals;
determining the energy loss at the motor end under each motor torque distribution scheme;
taking the motor torque distribution scheme with the minimum energy loss at the motor end as the optimal motor torque distribution scheme;
the motor torque distribution scheme includes a distributed torque of the primary drive motor and a distributed torque of the auxiliary motor.
Preferably, the motor torque distribution condition is that the sum of the distributed torques of the two motors is equal to the motor-side required torque and the distributed torque of each motor is within the external characteristics of the motor.
Preferably, the acquisition mode of all the motor torque distribution schemes is as follows:
and enumerating all motor torque allocation schemes which meet the motor torque allocation conditions by taking the interval torque value as an enumeration step length and taking the torque interval of the main driving motor as an enumeration range.
Preferably, the motor-end energy loss under each motor torque distribution scheme is determined based on a motor-end energy loss formula, where the motor-end energy loss formula is:
P loss ＝P EM1 ×(1-η EM1 )+P EM2 ×(1-η EM2 )
in the above formula, P loss For the energy loss at the motor end, P EM1 Motor power, η, corresponding to the current operating point of the main drive motor EM1 Efficiency, P, corresponding to the current operating point of the main drive motor EM2 Motor power, eta, corresponding to the operating point of the current auxiliary motor EM2 The efficiency corresponding to the current operating point of the auxiliary motor.
Preferably, when the motor-side required torque is greater than or equal to the motor-side maximum positive torque, the main drive motor and the auxiliary motor are controlled to output the respective maximum positive torques.
Preferably, when the motor-side required torque is less than or equal to the motor-side minimum negative torque, the main drive motor and the auxiliary motor are controlled to output the respective minimum negative torques.
According to a second aspect of the present invention, there is provided a motor torque control device of a dual motor electric vehicle, the motor torque control device comprising:
the motor end required torque acquisition module is used for acquiring the motor end required torque;
the torque magnitude relation determining module is used for determining the magnitude relation between the required torque of the motor end and the maximum positive torque and the minimum negative torque of the motor end;
the distribution mechanism triggering judgment module is used for judging whether a preset motor torque distribution mechanism is triggered or not according to the size relation;
the optimal motor torque distribution scheme acquisition module is used for responding to a judgment result that the motor torque distribution mechanism is triggered and acquiring an optimal motor torque distribution scheme which enables the energy loss of the motor end to be minimum;
and the torque control module is used for carrying out torque control on the double motors according to the optimal motor torque distribution scheme.
According to a third aspect of the present invention, there is provided a motor torque control apparatus for a dual-motor electric vehicle, the motor torque control apparatus comprising a processor and a memory, the processor implementing any of the above-described motor torque control methods when executing a computer program stored in the memory.
According to a fourth aspect of the present invention, there is provided a vehicle including the above-described motor torque control apparatus.
The invention has the beneficial effects that:
according to the motor torque control method of the double-motor electric automobile, when the relation between the required torque of the motor end and the maximum positive torque and the minimum negative torque of the motor end is judged to meet the triggering condition of a preset motor torque distribution mechanism, the double motors are subjected to torque control according to the obtained optimal motor torque distribution scheme, so that the energy loss of the motor end is minimum. Therefore, compared with the passive compensation type motor torque distribution method of the existing double-motor electric automobile, the motor torque control method of the double-motor electric automobile can minimize the energy loss of the motor end, improve the energy utilization rate of the motor and further reduce the energy consumption level of the whole automobile.
The motor torque control device of the dual-motor electric automobile, the motor torque control equipment of the dual-motor electric automobile, the vehicle and the motor torque control method of the dual-motor electric automobile belong to a general inventive concept, so the motor torque control device and the motor torque control method of the dual-motor electric automobile have the same beneficial effects as the motor torque control method of the dual-motor electric automobile.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
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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 flow chart of an implementation of a motor torque control method of a dual-motor electric vehicle according to an embodiment of the present invention.
Fig. 2 illustrates a block diagram of a motor torque control apparatus of a dual motor electric vehicle 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.
The embodiment is as follows: fig. 1 shows a flow chart of an implementation of a motor torque control method of a dual-motor electric vehicle according to the present embodiment. Referring to fig. 1, the motor torque control method of the dual-motor electric vehicle of the present embodiment includes the steps of:
s100, acquiring a torque required by a motor end;
s200, determining the magnitude relation between the required torque of the motor end and the maximum positive torque and the minimum negative torque of the motor end;
step S300, judging whether a preset motor torque distribution mechanism is triggered or not according to the size relation;
step S400, responding to a judgment result that the motor torque distribution mechanism is triggered, and acquiring an optimal motor torque distribution scheme which enables energy loss of a motor end to be minimum;
and S500, carrying out torque control on the double motors according to the optimal motor torque distribution scheme.
Step S100 of the present embodiment includes:
step S110, determining the required torque of the whole vehicle according to the detected opening degree of an accelerator pedal;
and step S120, determining the torque required by the motor end according to the torque required by the whole vehicle and the pre-acquired speed ratio of the transmission.
In this embodiment, the triggering conditions of the motor torque distribution mechanism are as follows:
the required torque of the motor end is larger than the minimum negative torque of the motor end and smaller than the maximum positive torque of the motor end.
Step S400 of the present embodiment includes:
step S410, setting a motor torque distribution condition and an interval torque value;
step S420, all motor torque distribution schemes which meet the motor torque distribution conditions and take interval torque values as intervals are obtained;
step S430, determining the energy loss at the motor end under each motor torque distribution scheme;
step S440, taking the motor torque distribution scheme with the minimum energy loss at the motor end as the optimal motor torque distribution scheme;
the motor torque distribution scheme includes a distributed torque of the primary drive motor and a distributed torque of the auxiliary motor.
In step S410 of this embodiment, the motor torque distribution condition is that the sum of the distributed torques of the two motors is equal to the motor-end required torque and the distributed torque of each motor is within the external characteristic of the motor.
In step S420 of this embodiment, the acquisition manner of all the motor torque distribution schemes is:
and taking the interval torque value as an enumeration step length and the torque interval of the main driving motor as an enumeration range, and enumerating all motor torque allocation schemes meeting the motor torque allocation conditions.
In step S430 of this embodiment, the motor end energy loss under each motor torque distribution scheme is determined based on a motor end energy loss formula, where the motor end energy loss formula is:
P loss ＝P EM1 ×(1-η EM1 )+P EM2 ×(1-η EM2 )
in the above formula, P loss For energy loss at the motor end, P EM1 Motor power, η, corresponding to the current operating point of the main drive motor EM1 Efficiency, P, corresponding to the current operating point of the main drive motor EM2 Motor power, η, corresponding to the operating point of the current auxiliary motor EM2 The efficiency corresponding to the operating point of the current auxiliary motor.
Correspondingly, the embodiment also provides a motor torque control device of the double-motor electric automobile. Fig. 2 shows a block diagram of the motor torque control device of the two-motor electric vehicle of the present embodiment. Referring to fig. 2, the motor torque control device of the dual-motor electric vehicle of the present embodiment includes the following functional modules:
the motor end required torque acquisition module is used for acquiring the motor end required torque;
the torque magnitude relation determining module is used for determining the magnitude relation between the required torque of the motor end and the maximum positive torque and the minimum negative torque of the motor end;
the distribution mechanism triggering judgment module is used for judging whether a preset motor torque distribution mechanism is triggered or not according to the size relation;
the optimal motor torque distribution scheme acquisition module is used for responding to a judgment result that the motor torque distribution mechanism is triggered and acquiring an optimal motor torque distribution scheme which enables the energy loss of the motor end to be minimum;
and the torque control module is used for carrying out torque control on the double motors according to the optimal motor torque distribution scheme.
Correspondingly, the embodiment also provides motor torque control equipment of the dual-motor electric automobile. The motor torque control device of the dual-motor electric vehicle of the embodiment comprises a processor and a memory, and the motor torque control method of the dual-motor electric vehicle of the embodiment is realized when the processor executes a computer program stored in the memory.
Further, the embodiment also provides a vehicle. The vehicle of the embodiment includes the motor torque control apparatus of the two-motor electric vehicle of the embodiment.
The motor torque control method of the two-motor electric vehicle according to the present embodiment will be described in more detail below:
1. calculating the required torque at the motor end:
after a driver steps on an accelerator pedal, the required torque of the whole vehicle can be determined according to the opening degree of the accelerator pedal, and the required torque T of the motor end can be calculated by combining the current speed ratio of the gearbox d 。
2. Judging the working mode of the double motors:
determining the motor end required torque T d Then, the operating states of the two motors are determined according to the external characteristics of the main drive motor EM1 and the characteristics of the auxiliary motor EM 2:
if T d >T EM1_drive_max +T EM2_drive_max The main driving motor EM1 and the auxiliary motor EM2 are output at the maximum load to meet the torque requirement of a driver, and double-motor torque distribution is not needed;
if T d <T EM1_gen_max +T EM2_gen_max The main driving motor EM1 and the auxiliary motor EM2 both recover energy according to the maximum power generation characteristic and perform auxiliary braking according to mechanical braking;
if T EM1_gen_max +T EM2_gen_max <T d <T EM1_drive_max +T EM2_drive_max And reasonable torque allocation can be carried out between the two motors, and the optimal torque needs to be determined through combined calculation of multiple schemes.
In the above formula, T EM1_drive_max The torque is the maximum torque under the electric mode of the main driving motor EM1, namely the maximum positive torque;
T EM2_drive_max the maximum torque of the auxiliary motor EM2 in the electric mode is the maximum positive torque;
T EM1_gen_max the maximum torque is the minimum negative torque under the electric mode of the main driving motor EM 1;
T EM2_gen_max the maximum torque in the electric mode of the auxiliary motor EM2, i.e. the minimum negative torque.
3. Motor torque distribution calculation:
setting a torque optimization step length xNm, obtaining a torque distribution scheme matrix list by an enumeration method by taking the torque output of a main driving motor EM1 as a standard until the maximum power generation characteristic of the main driving motor EM1, and taking energy loss as an evaluation index of each torque distribution scheme. The torque distribution scheme matrix list is shown in table 1:
TABLE 1 Torque distribution scheme matrix List
Figure BDA0003031322690000081
For the torque distribution scheme matrix, judging whether the calculated torque distribution is within the external characteristics of the two motors, and if the distributed torque exceeds the external characteristics of any motor, the optimization scheme is abandoned; if the torque distribution schemes are all within the external characteristics of the motor, calculating the energy loss corresponding to the torque distribution scheme, wherein the energy loss method comprises the following steps:
P loss ＝P EM1 ×(1-η EM1 )+P EM2 ×(1-η EM2 )
in the above formula, P loss For energy loss at the motor end, P EM1 Motor power corresponding to the current operating point of the main drive motor，η EM1 For the efficiency, P, corresponding to the current operating point of the main drive motor EM2 Motor power, η, corresponding to the operating point of the current auxiliary motor EM2 The efficiency corresponding to the operating point of the current auxiliary motor.
After the energy losses of the motor ends corresponding to the torque distribution schemes are calculated, the torque distribution scheme with the lowest energy loss of the motor ends is selected as a final optimized torque distribution result, and the double motors output the torques corresponding to the scheme, so that the lowest energy consumption of the whole vehicle can be ensured.
The embodiment provides a novel control strategy of a double-motor pure electric vehicle type, and optimal distribution is carried out on the torque required by a driver in real time according to the torque required by the driver, so that the operating point of the motor falls into an efficient interval as far as possible. When the vehicle is in the operating mode of low-speed high torque demand, the motor is in the high moment of torsion operating point of low-speed, and corresponding efficiency is lower, can adopt auxiliary motor to carry out the torque modulation with the help of the advantage of bi-motor this moment and move down the operating point of motor, and simultaneously, auxiliary motor also can operate at high-efficient interval. When the vehicle is in the operating mode of high-speed low moment of torsion demand, the motor is in the low moment of torsion operating point of high rotational speed, and it is lower to correspond efficiency, can make auxiliary motor provide the negative torque this moment, promotes main drive motor load, makes the motor operating point fall into the high efficiency interval.
According to the motor torque control method of the double-motor electric vehicle, the motor torques are reasonably distributed, the working states of the two motors are coordinated, the working time of the motors working in a low-efficiency interval is shortened, the power consumption of the whole vehicle is reduced, and the endurance mileage of the whole vehicle is improved. On the basis of a common double-motor vehicle, the control strategy of the vehicle controller and the control strategy of the battery management system only need to be modified correspondingly, no additional sensor or actuator is needed, the cost is low, and the application is simple and convenient.
While embodiments of the present invention have been described above, the above description is illustrative, not exhaustive, and not limited to the disclosed embodiments. 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 (6)

1. A motor torque control method of a dual-motor electric vehicle is characterized by comprising the following steps:
acquiring a torque required by a motor end;
determining the magnitude relation between the required torque of the motor end and the maximum positive torque and the minimum negative torque of the motor end;
judging whether a preset motor torque distribution mechanism is triggered or not according to the magnitude relation;
acquiring an optimal motor torque distribution scheme which minimizes energy loss at a motor end in response to a judgment result that the motor torque distribution mechanism is triggered;
carrying out torque control on the double motors according to the optimal motor torque distribution scheme;
the acquiring of the motor end required torque includes:
determining the required torque of the whole vehicle according to the detected opening degree of an accelerator pedal;
determining the required torque of a motor end according to the required torque of the whole vehicle and the pre-acquired speed ratio of the transmission;
the method for obtaining the optimal motor torque distribution scheme comprises the following steps:
setting a motor torque distribution condition and an interval torque value;
acquiring all motor torque distribution schemes which meet the motor torque distribution conditions and take interval torque values as intervals;
determining the energy loss at the motor end under each motor torque distribution scheme;
taking the motor torque distribution scheme with the minimum energy loss at the motor end as the optimal motor torque distribution scheme;
the motor torque distribution scheme comprises a distribution torque of a main driving motor and a distribution torque of an auxiliary motor;
the motor torque distribution condition is that the sum of the distributed torques of the two motors is equal to the motor end required torque and the distributed torque of each motor is within the external characteristics of the motor.
2. The motor torque control method of the two-motor electric vehicle according to claim 1, wherein the triggering condition of the motor torque distribution mechanism is:
the required torque of the motor end is larger than the minimum negative torque of the motor end and smaller than the maximum positive torque of the motor end.
3. The motor torque control method of the dual-motor electric vehicle as claimed in claim 1, wherein the all motor torque distribution schemes are obtained by:
and enumerating all motor torque allocation schemes which meet the motor torque allocation conditions by taking the interval torque value as an enumeration step length and taking the torque interval of the main driving motor as an enumeration range.
4. The motor torque control method of the dual-motor electric vehicle according to claim 1, wherein the motor-side energy loss under each motor torque distribution scheme is determined based on a motor-side energy loss formula, the motor-side energy loss formula being:
P loss ＝P EM1 ×(1-η EM1 )+P EM2 ×(1-η EM2 )
in the above formula, P loss For energy loss at the motor end, P EM1 Motor power, η, corresponding to the current operating point of the main drive motor EM1 Efficiency, P, corresponding to the current operating point of the main drive motor EM2 Motor power, eta, corresponding to the operating point of the current auxiliary motor EM2 The efficiency corresponding to the current operating point of the auxiliary motor.
5. A motor torque control apparatus of a two-motor electric vehicle, characterized by comprising a processor and a memory, the processor implementing the motor torque control method according to any one of claims 1 to 4 when executing a computer program stored in the memory.
6. A vehicle characterized by comprising the motor torque control apparatus according to claim 5.
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CN112026531A (en) * 2020-07-31 2020-12-04 武汉理工大学 Driving torque distribution method and system for front-rear axle double-motor driven electric automobile
CN112406558A (en) * 2020-11-26 2021-02-26 天津易鼎丰动力科技有限公司 Optimal control method for double-motor efficiency of electric automobile

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