CN113511187A - 用于操作机动车辆动力传动系的方法 - Google Patents

用于操作机动车辆动力传动系的方法 Download PDF

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CN113511187A
CN113511187A CN202110312872.1A CN202110312872A CN113511187A CN 113511187 A CN113511187 A CN 113511187A CN 202110312872 A CN202110312872 A CN 202110312872A CN 113511187 A CN113511187 A CN 113511187A
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transmission
electric machine
motor vehicle
rotor
temperature value
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F·布勒
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ZF Friedrichshafen AG
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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    • H—ELECTRICITY
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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
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  • General Engineering & Computer Science (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

本发明公开了一种用于操作机动车辆的动力传动系的方法，该动力传动系使用至少一个永久励磁的电动机器(EM)作为机动车辆驱动源，其中在力流中将具有不同挡位级的变速器(G)布置在电动机器(EM)与机动车辆的驱动车轮(DW)之间，其中电动机器(EM)指配有变流器(LE)，该变流器可以使电动机器(EM)在弱磁状态下运行，其中取决于电动机器(EM)和/或变流器(LE)的温度值提前执行、延迟或者防止由驾驶策略预先给定的变速器(G)的挡位级的变换，以便降低、不提高或者延迟地提高电动机器(EM)的转速；以及公开了一种用于执行这种方法的电子控制单元(ECU)；还公开了一种具有这种控制单元(ECU)的机动车辆。

Description

用于操作机动车辆动力传动系的方法
技术领域
本发明涉及一种用于操作机动车辆的动力传动系的方法。本发明还涉及一种用于执行这种方法的电子控制单元以及一种具有这种控制单元的机动车辆。
背景技术
在具有电驱动装置的机动车辆中，常常应用永久励磁的电动机器、尤其是永久励磁的同步电机。这种电动机器的特点在于功率密度高以及效率较好。
在永久励磁的电动机器中，定子中由转子感应产生的电压与转子的转速成正比。如果定子中如此感应产生的电压超过电源的电压，则有电流被反馈到电源中。由此可能使电源过载。特别是在电源的额定电压相对较低的情况下、例如在额定电压为48伏特的情况下出现该问题。为了能够使永久励磁的电动机器也在该转速范围内运行，公知用于弱磁的各种措施。例如，通过对定子适当通电可以产生气隙磁场分量，该气隙磁场分量抵消由转子的永磁体产生的励磁场并且因此削弱该励磁场。然而，这种主动通电使定子和所指配的电力电子装置发热并且因此降低了驱动系统的效率。
EP 2 905 162 A1描述了一种机电驱动装置，该机电驱动装置具有电动机器、多级变速器和电功率转换器。电功率转换器具有控制器，该控制器取决于变速器输出端的转速/转矩工作点并且取决于电动机器的状态来控制变速器的挡位级。如果电动机器达到弱磁状态，则变速器从较高的挡位级被切换到较低的挡位级，以便使电动机器不降低效率地运行。
但是，由于通过变速器换挡来避免弱磁运行，所以这种方法限制了电动机器的运行范围。
发明内容
因而，本发明的目的是说明一种用于操作具有永久励磁的电动机器的机动车辆动力传动系的方法，该永久励磁的电动机器能够在利用弱磁运行范围的情况下实现电动机器的可靠运行。
该目的通过专利权利要求1的特征来实现。有利的设计方案自从属权利要求、说明书和附图中得出。
为了实现该目的，提出一种用于操作机动车辆动力传动系的方法，所述机动车辆动力传动系使用至少一个永久励磁的电动机器作为机动车辆驱动源，所述永久励磁的电动机器具有不可旋转的定子和能够旋转的转子。优选地，使用永久励磁的同步电机。除了电动机器之外，可能存在燃烧发动机作为所述动力传动系的另一驱动源。所述动力传动系具有在力流中位于所述电动机器与所述机动车辆的驱动车轮之间的变速器。所述变速器被配置成用于设定所述变速器的输入轴与输出轴之间的不同的挡位级。变速器例如可以是自动变速器、自动化的手动变速器、双离合器变速器或无级CVT变速器。
取决于所述机动车辆的驾驶策略来选择所述变速器的挡位级。为此，设置有电子控制器，该电子控制器取决于机动车辆的运行状态来操纵变速器的换挡执行器。在此例如考虑额定驱动力矩、机动车辆的实际速度以及机动车辆的(多个)驱动源的转速/转矩特性。
所述电动机器指配有变流器。所述变流器被配置成用于将电源的直流电压转换成适合于所述电动机器运行的交变电压。所述变流器可以在需要时使所述电动机器在弱磁状态下运行。在所述弱磁状态下，所述定子的磁场抵消永久励磁的转子的磁场，以便降低所述定子中由所述转子感应产生的电压。
为了测定电动机器和/或变流器的负荷，测定这些器件中的至少一个器件的温度值。该测定可以在使用温度传感器的情况下直接测定或者在使用其他传感器信号的情况下间接测定。例如，温度值可以基于变流器的电流消耗以计算方式来测定。
现在，取决于所述温度值提前执行、延迟或者防止由所述驾驶策略预先给定的所述变速器的挡位级的变换。由此，应该降低、不提高或者至少延迟地提高所述转子的转速。通过该项措施降低了电动机器的平均转速，由此降低了定子中由转子感应产生的电压。由此应使用更小的电流以用于弱磁，从而使得定子和变流器的热负荷都被降低。附加地，可以在不使电源过载或者电动机器过热的情况下使用更大的电流以设置电动机器的力矩。
优选地，只有当所述电动机器在所述弱磁状态下运行时，才取决于所述温度值提前执行、延迟或者防止所述挡位级的变换。由此避免了对按照驾驶策略进行挡位选择的不必要的影响。
优选地，取决于所述温度值来改变所述驾驶策略的影响所述变速器挡位级的变换的至少一个阈值。该阈值例如是机动车辆的速度、至少一个驱动源的转速或者机动车辆的额定驱动力矩。也能够设想取决于温度值来改变驾驶策略的多个阈值。
根据一个优选的设计方案，存在与所述温度值的直接相关性。这样，如果所述温度值达到或超过极限值，则提前执行、延迟或者防止由所述驾驶策略预先给定的所述变速器的挡位级的变换。替代于此，如果所述温度值的梯度达到或超过极限值，则提前执行、延迟或者防止由所述驾驶策略预先给定的所述变速器的挡位级的变换。由此，可以提早对电动机器和/或变流器的温度升高做出反应。
优选地，如果所述温度值达到或低于所限定的数值，则在选择所述变速器的挡位级时结束对所述温度值的考虑。由此避免了对按照驾驶策略进行挡位选择的不必要的影响。
在考虑温度值的情况下采取的实际措施取决于机动车辆的当前的行驶情况。这样，优选地提前执行升挡并且防止或者延迟降挡。由此可以降低所述转子的平均转速。
所述方法优选地由电子控制单元来被执行。电子控制单元可以是机动车辆、优选地电动车辆或混合动力车辆的组成部分。该方法尤其是在具有相对较低的车载驱动电网额定电压(例如在额定电压小于100伏特的情况下、特别优选地在额定电压为48伏特的情况下)的机动车辆中是有利的。
附图说明
本发明的实施例依据随后的附图详细地予以描述。在附图中：
图1和图2各示出了具有电动机器的机动车辆动力传动系的示意性视图；
图3示出了具有电动机器的变速器的示意性截面图。
具体实施方式
图1示意性地示出了用于机动车辆的动力传动系。动力传动系具有燃烧发动机VM，该燃烧发动机的输出端与变速器G的连接轴AN相连接。变速器G构成动力传动系的混合动力传动系单元，并且该变速器具有电动机器EM，该电动机器具有不可旋转的定子ST和能够旋转的转子RO。转子RO与连接轴AN相连接并且与变矩器TC相连接。变矩器TC在输出侧与变速器齿轮组RS的输入轴GW1相连接。变速器齿轮组RS的从动轴GW2经由差速器AG与机动车辆的驱动车轮DW连接。
电动机器EM被构造为永久励磁的同步电机。定子ST通过三个相与变流器LE连接。变流器LE被配置成将电源BAT的直流电压转换成适合于电动机器EM运行的交变电压。电源BAT可以仅被设置用于电动机器EM，或者也可以给机动车辆的其他耗电器供应电能。电源BAT可以是机动车辆车载电网的唯一电源。电源BAT例如被构造为电池。电池BAT的额定电压例如可以是48伏特。变流器LE被配置成在需要时使电动机器EM在弱磁状态下运行，其中在弱磁状态下，定子ST的磁场抵消永久励磁的转子RO的磁场，以便降低定子ST中由转子RO感应产生的电压。
变流器LE与电子控制单元ECU连接。电子控制单元ECU被配置成用于接收并处理不同的信号。为此，电子控制单元ECU可以与未示出的其他控制单元、诸如燃烧发动机的控制器处于通信连接。附加地，电子控制单元ECU可以处理变速器G的传感器信号、例如变速器从动轴GW2的转速。电子控制单元ECU基于不同的信号和在电子控制单元ECU上所存储的驾驶策略来控制变速器G的挡位级。该驾驶策略例如可以将变速器G的挡位级控制为使得机动车辆尽可能节省燃料地运行。为了控制挡位级，电子控制单元ECU与变速器G连接。例如，电子控制单元ECU控制变速器G的机电执行器或电动液压执行器的输出级。
在一个替代性的设计方案中，电子控制单元ECU不直接与变流器LE进行通信。替代于此，电子控制单元ECU与例如被指配给燃烧发动机VM的上级驱动控制器进行通信。该上级驱动控制器控制燃烧发动机VM和电动机器EM的转矩输出和吸收。
图2示意性地示出了动力传动系，其中在变速器G中不包含电动机器。替代于此，在燃烧发动机VM与变速器G之间设有混合动力模块HY。在该设计方案中，混合动力模块HY包括电动机器EM，使得混合动力模块HY构成动力传动系的混合动力驱动单元。在图2中示出的实施例中，变矩器TC同样是混合动力模块HY的组成部分。替代于此，变矩器TC可能是变速器G的组成部分。
图3示出了机动车辆动力传动系的混合动力驱动单元(在所示出的实施例中为具有电动机器EM的变速器G)的示意性截面图。变速器齿轮组RS示例性地由多个行星齿轮组组合而成。替代于此或补充于此，变速器齿轮组RS可以由多个正齿轮组构成并且/或者由带传动装置(Umschlingungsgetriebe)构成，例如作为CVT变速器。变速器齿轮组RS与布置于其中的换挡元件一起被配置成在输入轴GW1与从动轴GW2之间提供不同的传动比。变速器齿轮组RS被壳体GG封装。壳体GG可以由多个单独部件构成。
变速器G在输入侧具有空腔NR。在空腔NR中布置有变矩器TC以及电动机器EM。变矩器TC包括泵轮PR、涡轮TR和导轮LR，它们以已知的方式流体动力地共同作用。泵轮PR与变矩器壳体TCG相连接。连接轴AN经由任选的分离离合器K0与转子RO并且与泵轮PR相连接。输入轴GW1与涡轮TR相连接。泵轮PR和涡轮TR可以藉由锁止离合器WK互相机械连接，因此在锁止离合器WK的闭合状态下，变矩器TC被跨接。导轮LR经由自由轮F支撑在壳体GG上。在空腔NR中可以布置有另外的部件，例如一个或多个扭振阻尼器和/或扭振减振器。
变速器G还具有油底盘SU、油泵P和液压控制单元HCU。在图3中描绘出了油底盘SU中的油位。当然，油位根据油的温度、根据变速器G的几何位置、并且根据作用于油的离心力而变化。变速器G还可以具有在图3中未示出的储油器。油泵P被配置成用于将油从油底盘SU吸出并且供应给液压控制单元HCU。为此，藉由两个齿轮PX、PX2来驱动泵P。齿轮PX、PX2构成油泵P的驱动元件。齿轮PX被与变矩器壳体TCG连接的齿轮驱动。齿轮PX2与油泵P的驱动轴相连接。液压控制单元HCU被配置成用于将由泵P供应的油供应给变速器G的各个液压消耗器，例如供应给包括换挡元件在内的齿轮组RS的部件、变矩器TC、锁止离合器WK、以及电动机器EM的冷却装置。以此方式所供应的油随后流回至油底盘SU中，从而形成闭合的油回路。
空腔NR形成变速器G的湿空间。为了对电动机器EM进行冷却，设置有冷却设备KV，该冷却设备将冷却油KF供应给电动机器EM。冷却油KF向下流经电动机器EM，使得热能从电动机器EM传递给冷却油KF。
电子控制单元ECU控制液压控制单元HCU的执行器，并且该电子控制单元同样布置在油底盘SU的区域中。电子控制单元ECU与温度传感器TS连接，该温度传感器测量油底盘SU中的油的温度。基于利用温度传感器TS所测量的温度，可以测定电动机器EM的温度值。为此可以使用其他参数，诸如被供应给电动机器EM的电流、电动机器EM的升温和冷却特性以及冷却油KF的体积流量。利用这些信息可以形成电动机器EM的温度模型。以相同方式可以形成变流器LE的温度模型。变流器LE可以具有与变速器G分开的冷却系统。在一个替代性的实施方式中，也可以通过与变速器G分开的冷却系统来对电动机器EM进行冷却。这样，例如电动机器EM可以连接至燃烧发动机VM的冷却系统，并且变流器LE可以连接至车辆内部空间的空调系统。
如果现在由驾驶策略预先给定变速器G的挡位级的变换，则可以取决于电动机器EM和/或变流器LE的温度提前执行、延迟或者防止该挡位变换。由此，降低、不提高或者延迟地提高转子RO的转速。优选地，只有当变流器LE使电动机器EM在弱磁状态下运行时，才对执行挡位变换发挥温度影响。例如，在这种情况下，驾驶策略的影响在变速器G中置入的挡位级的变换的阈值可以取决于电动机器EM和/或变流器LE的温度来发生改变。
可以直接存在变速器G的换挡策略与电动机器EM和/或变流器LE的温度的直接相关性。例如，如果相对应的温度值达到或超过极限值，则提前执行、延迟或者防止挡位变换。替代于此，可以利用与温度值的时间梯度的相关性。由此，可以提早对电动机器EM和/或变流器LE的温度升高做出反应。
附图标记
VM 燃烧发动机
HY 混合动力模块
G 变速器
AN 连接轴
GG 壳体
AG 差速器
DW 驱动车轮
EM 电动机器
ST 定子
RO 转子
LE 变流器
BAT 电源
ECU 电子控制单元
TS 温度传感器
KV 冷却设备
KF 冷却油
TC 变矩器
TCG 变矩器壳体
TR 涡轮
PR 泵轮
LR 导轮
F 自由轮
WK 锁止离合器
RS 变速器齿轮组
GW1 输入轴
GW2 从动轴
HCU 液压控制单元
P 油泵
SU 油底盘
PX、PX2 油泵的驱动元件
K0 分离离合器
NR 湿空间

Claims (13)

1.一种用于操作机动车辆的动力传动系的方法，所述动力传动系使用至少一个永久励磁的电动机器(EM)作为机动车辆驱动源，所述永久励磁的电动机器具有不可旋转的定子(ST)和能够旋转的转子(RO)，
-其中在力流中将变速器(G)布置在所述电动机器(EM)与所述机动车辆的驱动车轮(DW)之间，其中所述变速器(G)被配置成用于设定所述变速器(G)的输入轴(GW1)与输出轴(GW2)之间的不同的挡位级，
-其中取决于所述机动车辆的驾驶策略来选择所述变速器(G)的挡位级，
-其中所述电动机器(EM)指配有变流器(LE)，所述变流器被配置成用于将电源(BAT)的直流电压转换成适合于所述电动机器(EM)运行的交变电压，
-其中将所述变流器(LE)配置成使所述电动机器(EM)在弱磁状态下运行，其中在所述弱磁状态下，所述定子(ST)的磁场抵消永久励磁的转子(RO)的磁场，以便降低所述定子(ST)中由所述转子(RO)感应产生的电压，
-其中测定所述电动机器(EM)和/或所述变流器(LE)的温度值，
-其中取决于所述温度值提前执行、延迟或者防止由所述驾驶策略预先给定的所述变速器(G)的挡位级的变换，以便降低、不提高或者延迟地提高所述转子(RO)的转速。
2.根据权利要求1所述的方法，其特征在于，只有当所述电动机器(EM)在所述弱磁状态下运行时，才取决于所述温度值提前执行、延迟或者防止所述挡位级的变换。
3.根据权利要求1或权利要求2所述的方法，其特征在于，取决于所述温度值来改变所述驾驶策略的影响所述变速器的挡位级的变换的至少一个阈值。
4.根据权利要求1至3中任一项所述的方法，其特征在于，存在与所述温度值的直接相关性，使得如果所述温度值达到或超过极限值，则提前执行、延迟或者防止由所述驾驶策略预先给定的所述变速器(G)的挡位级的变换。
5.根据权利要求1至3中任一项所述的方法，其特征在于，如果所述温度值的梯度达到或超过极限值，则提前执行、延迟或者防止由所述驾驶策略预先给定的所述变速器(G)的挡位级的变换。
6.根据权利要求1至5中任一项所述的方法，其特征在于，如果所述温度值达到或低于所限定的数值，则在选择所述变速器的挡位级时结束对所述温度值的考虑。
7.根据权利要求1至6中任一项所述的方法，其特征在于，提前执行所述变速器(G)的升挡，以便实现所述转子(RO)的转速降低。
8.根据权利要求1至7中任一项所述的方法，其特征在于，防止所述变速器(G)的降挡，以便避免所述转子(RO)的转速提高。
9.根据权利要求1至7中任一项所述的方法，其特征在于，防止所述变速器(G)的降挡，以便延迟所述转子(RO)的转速提高。
10.一种电子控制单元(ECU)，其特征在于，所述电子控制单元(ECU)被配置成用于执行根据权利要求1至9中任一项所述的方法。
11.一种机动车辆，其特征在于根据权利要求10所述的电子控制单元(ECU)。
12.根据权利要求11所述的机动车辆，其特征在于，所述机动车辆是电动车辆或者混合动力车辆。
13.根据权利要求12所述的机动车辆，其特征在于，所述机动车辆的车载驱动电网具有小于100伏特、优选48伏特的额定电压。
CN202110312872.1A 2020-03-26 2021-03-24 用于操作机动车辆动力传动系的方法 Pending CN113511187A (zh)

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