CN114475193A - Dual-motor power assembly and gear shifting control method - Google Patents

Dual-motor power assembly and gear shifting control method Download PDF

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Publication number
CN114475193A
CN114475193A CN202011164923.2A CN202011164923A CN114475193A CN 114475193 A CN114475193 A CN 114475193A CN 202011164923 A CN202011164923 A CN 202011164923A CN 114475193 A CN114475193 A CN 114475193A
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CN
China
Prior art keywords
gear
motor
ring
combined
sleeve
Prior art date
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Pending
Application number
CN202011164923.2A
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Chinese (zh)
Inventor
祖国强
毋存祥
喻皓
杨勇
章佳文
刘伟
李罡
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GAC Aion New Energy Automobile Co Ltd
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GAC Aion New Energy Automobile Co Ltd
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Publication date
Application filed by GAC Aion New Energy Automobile Co Ltd filed Critical GAC Aion New Energy Automobile Co Ltd
Priority to CN202011164923.2A priority Critical patent/CN114475193A/en
Publication of CN114475193A publication Critical patent/CN114475193A/en
Pending legal-status Critical Current

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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
    • 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
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • 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
    • 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
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • 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
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • 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
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • 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
    • 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
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

A dual motor power assembly comprising: the power transmission device comprises a first motor, a second motor, a combined gear ring, a joint sleeve and a control device, wherein the combined gear ring comprises a first combined gear ring and a second combined gear ring, one of the first motor and the second motor can transmit power to the first combined gear ring and the second combined gear ring, when one of the first motor and the second motor rotates, the first combined gear ring and the second combined gear ring rotate along with one of the first motor and the second motor, the other of the first motor and the second motor can transmit power to the joint sleeve, the control device is used for adjusting the rotating speed and the rotating angle of one of the engaging sleeve and the combining gear ring according to the rotating speed and the rotating angle of the other one of the engaging sleeve and the combining gear ring, and when the rotating speeds and the rotating angles of the two parts are consistent, the engaging sleeve is controlled to move towards the first combined gear ring or the second combined gear ring.

Description

Dual-motor power assembly and gear shifting control method
Technical Field
The invention relates to the technical field of automobile power transmission, in particular to a double-motor power assembly and a gear shifting control method.
Background
At present, the pure electric vehicle develops towards two-gear or multi-gear to meet low-speed power and high-speed economy. The transmission part mostly adopts an Automatic Mechanical Transmission (AMT), but the defects of power interruption, poor driving feeling and the like exist in the gear shifting process, and the double-motor AMT scheme is developed to solve the problems.
In a traditional dual-motor pure electric gearbox adopting an Automatic Mechanical Transmission (AMT), a synchronizer is adopted to ensure that a combination sleeve is not in contact with a target gear ring before synchronization, so that inter-tooth impact is avoided. However, such a structure is complicated, which results in high manufacturing and use costs, and the synchronizer is easily worn, further increasing maintenance costs. Meanwhile, the synchronizer is long in gear shifting time and has impact, and driving experience is affected.
The foregoing description is provided for general background information and is not admitted to be prior art.
Disclosure of Invention
The invention aims to provide a dual-motor power assembly which can realize short-time shock-free gear shifting by using fewer components to match with a control module.
The invention aims to provide a double-motor power assembly gear shifting control method which is used for switching a gear from a neutral gear to a forward gear and can realize short-time shock-free gear shifting by using fewer components to match a control module.
The invention aims to provide a double-motor power assembly gear shifting control method which is used for switching between different forward gears and can realize short-time shock-free gear shifting by using fewer components to match a control module.
The invention provides a double-motor power assembly, which comprises: a first motor, a second motor, a coupling ring gear, a joint sleeve, and a control device, the coupling ring gear including a first coupling ring gear and a second coupling ring gear, one of the first motor and the second motor being capable of power transmission to the first coupling ring gear and the second coupling ring gear, the first coupling ring gear and the second coupling ring gear rotating with the one of the first motor and the second motor when the one of the first motor and the second motor rotates, the other of the first motor and the second motor being capable of power transmission to the joint sleeve, the joint sleeve rotating with the other of the first motor and the second motor when the other of the first motor and the second motor rotates, the control device adjusting the rotation speed and rotation angle of the other of the joint sleeve and the coupling ring gear according to the rotation speed and rotation angle of the one of the joint sleeve and the coupling ring gear, and the control device And a rotational speed and a rotational angle, and when the rotational speed and the rotational angle match each other, the engaging sleeve is controlled to move to the first engaging ring gear or the second engaging ring gear.
Further, still include: the first motor is connected with the first input shaft, the joint sleeve is mounted on the first input shaft and can axially move, the first gear is freely sleeved on the first input shaft, the first combined gear ring is fixedly connected with the first gear, and the first gear is meshed with the second gear; the second motor is connected with the second input shaft, the third gear is fixedly connected with the second input shaft, the second combination gear ring is fixedly connected with the third gear, and the third gear is meshed with the fourth gear; the fourth gear is fixedly connected with the transmission shaft, and the second gear and the fifth gear are fixedly connected on the transmission shaft; the fifth gear is meshed with the sixth gear; and the sixth gear is fixedly connected to the differential.
Further, still include: the first motor is connected with the first input shaft, the first gear and the seventh gear are fixedly connected to the first input shaft, the first gear is meshed with the second gear, the seventh gear is meshed with the eighth gear, the second gear and the eighth gear are sleeved on the transmission shaft in an empty manner, the first combined gear ring is fixedly connected with the second gear, and the second combined gear ring is fixedly connected with the eighth gear; the second motor with the second input shaft is connected, the third gear links firmly on the second input shaft, the third gear with fourth gear engagement, the fourth gear links firmly on the transmission shaft, the fifth gear with the clutch collar links firmly on the transmission shaft, the clutch collar can on the transmission shaft axial displacement, the fifth gear with sixth gear engagement, the sixth gear links firmly on the differential mechanism.
A dual-motor powertrain gear shift control method for shifting gears from neutral to forward, comprising:
sending a first target torque of the second motor to a second motor controller, and controlling the torque output of the second motor;
acquiring the rotating speed and the rotating angle of a first combined gear ring or a second combined gear ring, taking a zero rotating speed difference and a zero rotating angle difference between a joint sleeve and the first combined gear ring or the second combined gear ring as targets, acquiring a second target torque according to the rotating speed difference and the rotating angle difference between the joint sleeve and the first combined gear ring or the second combined gear ring, and sending the acquired second target torque to a first motor controller;
controlling the sleeve to move toward the first or second combined ring gear when a difference in rotation speed and a difference in rotation angle between the sleeve and the first or second combined ring gear are below a certain threshold;
after the joint sleeve is completely meshed with the first combined gear ring or the second combined gear ring, acquiring target torques of the first motor and the second motor according to the current vehicle speed, the depth of an accelerator pedal and a gear value after gear shifting is finished, and controlling the torques of the first motor and the second motor to reach the respective corresponding target torques at a reasonable speed;
and the actual torques of the first motor and the second motor reach the corresponding target torques respectively, and the gear shifting process is finished.
Further, if the first motor needs to be switched from a neutral gear to a first gear, the dual-motor power assembly gear-shifting control method comprises the following steps:
sending a first target torque of the second motor to the second motor controller, and controlling the torque output of the second motor;
acquiring the rotating speed and the rotating angle of the first combined gear ring, acquiring a second target torque according to the rotating speed difference and the rotating angle difference between the joint sleeve and the first combined gear ring by taking the zero rotating speed difference and the zero rotating angle difference between the joint sleeve and the first combined gear ring as targets, and sending the acquired second target torque to the first motor controller;
controlling the sleeve to move toward the first incorporated ring gear when a difference in rotational speed and a difference in rotational angle between the sleeve and the first incorporated ring gear are below a certain threshold;
after the joint sleeve is completely meshed with the first combined gear ring, acquiring target torques of the first motor and the second motor according to the current vehicle speed, the depth of an accelerator pedal and the first-gear target gear information, and controlling the torques of the first motor and the second motor to reach the respective corresponding target torques at a reasonable rate;
and the actual torques of the first motor and the second motor reach the corresponding target torques respectively, and the gear shifting process is finished.
Further, if the first motor needs to be switched from a neutral gear to a second gear, the dual-motor power assembly gear-shifting control method comprises the following steps:
sending a first target torque of the second motor to the second motor controller, and controlling the torque output of the second motor;
acquiring the rotating speed and the rotating angle of the second combined gear ring, acquiring a second target torque according to the rotating speed difference and the rotating angle difference between the joint sleeve and the second combined gear ring by taking the zero rotating speed difference and the zero rotating angle difference between the joint sleeve and the second combined gear ring as targets, and sending the acquired second target torque to the first motor controller;
controlling the sleeve to move toward the second engaging ring gear when a difference in rotation speed and a difference in rotation angle between the sleeve and the second engaging ring gear are below a certain threshold;
after the joint sleeve is completely meshed with the second combined gear ring, acquiring target torques of the first motor and the second motor according to the current vehicle speed, the depth of an accelerator pedal and second gear target gear information, and controlling the torques of the first motor and the second motor to reach the respective corresponding target torques at a reasonable rate;
and the actual torques of the first motor and the second motor reach the corresponding target torques respectively, and the gear shifting process is finished.
Further, target torques of the first motor and the second motor corresponding to different current vehicle speeds, accelerator pedal depths and current gear information are stored in the vehicle controller in advance.
A gear shifting control method of a double-motor power assembly is used for switching between different forward gears, and the gears are switched from the current gear to the neutral gear; and switching the gear from the neutral gear to the target gear, wherein the control method for switching the gear from the neutral gear to the target gear is the dual-motor powertrain gear shifting control method.
The double-motor power assembly and the gear shifting control method provided by the invention can realize short-time gear shifting without impact by using fewer components and matching with the control module, and the loss of the synchronizer is greatly reduced by using fewer components.
Drawings
Fig. 1 is a schematic structural view of a dual-motor power assembly according to a first embodiment of the present invention.
Fig. 2 is a power transmission route diagram of the first embodiment of the invention in neutral.
Fig. 3 is a power transmission route diagram of the first embodiment of the invention in the first gear.
Fig. 4 is a power transmission route diagram in the second gear of the first embodiment of the invention.
Fig. 5 is a schematic structural diagram of a dual-motor power assembly according to a second embodiment of the present invention.
Fig. 6 is a system block diagram of the control device of the present invention.
FIG. 7 is a flowchart of a shift control method from neutral to first gear of the present invention.
FIG. 8 is a flowchart of a shift control method from neutral to second gear of the present invention.
A first electric machine 1; a first input shaft 2; a first gear 3; a second gear 4; a first combined ring gear 5; a coupling sleeve 6; a second coupling ring gear 7; a third gear 8; a fourth gear 9; a second input shaft 10; a second motor 11; a drive shaft 12; a fifth gear 13; a sixth gear 14; a differential 15; a seventh gear 16; eighth gear 17
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
The invention provides a double-motor power assembly which comprises a first motor 1, a second motor 11, a first combined gear ring 5, a second combined gear ring 7, a joint sleeve 6 and a control device, wherein one of the first motor 1 and the second motor 11 can transmit power to the first combined gear ring 5 and the second combined gear ring 7, and its power transmission to the first and second combined ring gears 5 and 7 is in a long-pass state, the other of the first and second electric machines 1 and 11 is capable of power transmission to the joint sleeve 6, and the power transmission to the engaging sleeve 6 is in a long-pass state, the control device is used for adjusting the rotating speed and the rotating angle of one of the first combined gear ring 5 and the second combined gear ring 7 according to the rotating speed and the rotating angle of the other one of the engaging sleeve 6 and the first combined gear ring, when the rotation speeds and the rotation angles of the two gears coincide, a shift command is sent to control the joint sleeve 6 to move towards the first combined gear ring 5 or the second combined gear ring 7.
The dual motor power assembly of the present invention is described below in specific embodiments.
First embodiment
As shown in fig. 1, a schematic structural diagram of a dual-motor power assembly according to a first embodiment of the present invention is shown, and as shown in fig. 1, the dual-motor power assembly according to the present embodiment includes: a first electric machine 1, a first input shaft 2, a first gear 3, a second gear 4, a first combined ring gear 5, a second combined ring gear 7, a coupling sleeve 6, a third gear 8, a fourth gear 9, a second input shaft 10, a second electric machine 11, a propeller shaft 12, a fifth gear 13, a sixth gear 14, and a differential 15.
The first motor 1 is fixedly connected with the first input shaft 2, the first gear 3 is sleeved on the first input shaft 2 in a hollow mode, the first gear 3 is meshed with the second gear 4, the first combination gear ring 5 is fixedly connected with the first gear 3, the joint sleeve 6 is connected with the first input shaft 2, and when the first motor 1 rotates, the joint sleeve 6 rotates along with the first input shaft 2. The second motor 11 is fixedly connected with the second input shaft 10, the third gear 8 is meshed with the fourth gear 9, and the second combined gear ring 7 is fixedly connected with the third gear 8. The second gear 4 is fixedly connected with the fourth gear 9 through a transmission shaft 12, the fifth gear 13 is fixed on the transmission shaft 12 and is positioned between the second gear 4 and the fourth gear 9, the sixth gear 14 is meshed with the fifth gear 13, the differential 15 is connected between the fourth gear 9 and wheels, and when the second motor 11 rotates, the first combined gear ring 5 and the second combined gear ring 7 rotate under the driving of the second motor 11.
The dual-motor power assembly of the present embodiment controls the output path of the first motor 1 using the coupling sleeve 6: when the combination sleeve 6 is positioned at the middle position, the neutral position is adopted, and the first motor 1 does not output power; when the combination sleeve 6 is positioned at the left position, the first gear position is adopted, and the first motor 1 outputs power through a gear pair formed by the first gear 3 and the second gear 4; when the coupling sleeve 6 is in the right position, the second gear position is achieved, and the first motor 1 outputs power through a gear pair formed by the third gear 8 and the fourth gear 9.
For clarity, the operation modes of the dual-motor assembly of the present embodiment are shown in the following table, and as shown in table 1, the dual-motor assembly of the present embodiment has the following operation modes:
TABLE 1
Mode(s) First motor Second electric machine Combined sleeve
Neutral gear Driven or idle Drive the Neutral position
First gear Drive the Drive the Left position
Second gear Drive the Drive the Right position
As shown in fig. 2, when the first electric machine 1 is in neutral, the coupling sleeve 6 is in neutral position and is not coupled to the second coupling ring gear 7, and there is only one power transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
As shown in fig. 3, when the first electric machine 1 is in the first gear, the coupling sleeve 6 is in the left position and coupled to the first coupling ring gear 5, and there are two power transmission paths:
a first transmission path: the power of the first motor 1 is transmitted to the wheels through the first input shaft 2, the coupling sleeve 6, the first coupling ring gear 5, the first gear 3, the second gear 4, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
A second transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
As shown in fig. 4, when the vehicle is in the second gear, the coupling sleeve 6 is in the right position and coupled with the second coupling ring gear 7, and there are two power transmission paths:
a first transmission path: the power of the first motor 1 is transmitted to the wheels through the first input shaft 2, the coupling sleeve 6, the second coupling ring gear 7, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
A second transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
Second embodiment
As shown in fig. 5, a schematic structural diagram of a dual-motor power assembly according to a second embodiment of the present invention is shown, and as shown in fig. 5, the dual-motor power assembly according to the present embodiment includes: a first electric machine 1, a first input shaft 2, a first gear 3, a second gear 4, a first combined ring gear 5, a second combined ring gear 7, a coupling sleeve 6, a third gear 8, a fourth gear 9, a second input shaft 10, a second electric machine 11, a transmission shaft 12, a fifth gear 13, a sixth gear 14, a differential 15, a seventh gear 16, and an eighth gear 17.
The first motor 1 is fixedly connected with the motor input shaft 2, the first gear 3 and the seventh gear 16 are fixed on the first input shaft 2, the second gear 4 and the eighth gear 17 are respectively meshed with the first gear 3 and the seventh gear 16, the second gear 4 is sleeved on the transmission shaft 12 in an empty mode, the joint sleeve 6 can move axially on the transmission shaft 12, the first combined gear ring 5 is located on the left side of the joint sleeve 6 and is fixedly connected with the second gear 4, the eighth gear 17 is sleeved on the transmission shaft 12 in an empty mode, and the second combined gear ring 7 is located on the right side of the joint sleeve 6 and is fixedly connected with the eighth gear 17. The second motor 11 is fixedly connected with the second input shaft 10, the third gear 8 is meshed with the fourth gear 9, the fourth gear 9 is fixed on the transmission shaft 12 and is positioned on the right side of the eighth gear 17, the fifth gear 13 is fixed on the transmission shaft 12 and is positioned on the right side of the fourth gear 9, the sixth gear 14 is meshed with the fifth gear 13, and the differential 15 is connected between the sixth gear 14 and the wheels.
The dual-motor power assembly of the present embodiment also controls the output path of the first motor 1 through the coupling sleeve 6: when the combination sleeve 6 is positioned at the middle position, the first motor 1 does not output power; when the combination sleeve 6 is positioned at the left position, the first motor 1 outputs power through a gear pair formed by the first gear 3 and the second gear 4; when the coupling sleeve 6 is in the right position, the first electric machine 1 outputs power through the gear pair formed by the seventh gear 16 and the eighth gear 17.
When the first electric machine 1 is in neutral, the coupling sleeve 6 is in neutral position and is not coupled to the first or second coupling ring gear 5, 7, where there is only one power transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
When the first electric machine 1 is in the first gear, the coupling sleeve 6 is in the left position, and is coupled to the first coupling ring gear 5, and there are two power transmission paths:
a first transmission path: the power of the first motor 1 is transmitted to the wheels through the first input shaft 2, the first gear 3, the second gear 4, the first coupling ring gear 5, the coupling sleeve 6, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
A second transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
When the first motor is in the second gear, the combination sleeve 6 is in the right position and is combined with the second combination gear ring 7, and at the moment, two power transmission paths exist:
a first transmission path: the power of the first electric machine 1 is transmitted to the wheels through the first input shaft 2, the seventh gear 16, the eighth gear 17, the second coupling ring gear 7, the coupling sleeve 6, the propeller shaft 12, the fifth gear 13, the sixth gear 14, and the differential 15.
A second transmission path: the power of the second motor 11 is transmitted to the wheels through the second input shaft 10, the third gear 8, the fourth gear 9, the transmission shaft 12, the fifth gear 13, the sixth gear 14 and the differential 15.
Compared with the first embodiment, the double-motor power assembly of the second embodiment has the advantages that a pair of shaft-tooth systems is added, the cost is slightly higher, more transmission ratio combinations can be generated, and a larger transmission ratio optimization space is provided.
Third embodiment
As shown in fig. 6, the control device of the dual-motor power assembly of the present invention includes:
a first motor controller 20 for controlling the first motor 1;
a second motor controller 30 for controlling the second motor 11;
the gear shifting controller 40 is used for controlling the combination sleeve 6 of the synchronizer to be selectively combined with the first combination gear ring 5 or the second combination gear ring 7 so as to realize the power intervention and the selective output of the first motor 1;
a powertrain controller 50 for determining expected operating points of the two motors and outputting corresponding commands to cause the first motor controller 20, the second motor controller 30 and the shift controller 40 to execute corresponding controls;
a vehicle controller 60 for coordinating control of the first motor controller 20, the second motor controller 30, the shift controller 40 and other vehicle functions;
in this embodiment, powertrain controller 50 may be a single controller that is connected to and in communication with vehicle controller 60; in other embodiments, powertrain controller 50 may also be a module of vehicle controller 60 that is connected to and communicates with other modules.
In this embodiment, the powertrain controller 50 may directly control the shift controller 40.
In the present embodiment, the powertrain controller 50 may control the first and second motor controllers 20 and 30 by obtaining the control authority of the vehicle controller 60 and controlling the first and second motor controllers 20 and 30 through the vehicle controller 60; the first motor controller 20 and the second motor controller 30 may be directly controlled without the vehicle controller 60.
Based on the control device, the control method of the double-motor power assembly comprises the following steps:
the power system controller 50 judges the optimal gear at the next moment according to the accelerator depth, the current vehicle speed and the like, and determines whether the joint sleeve 6 is combined with the first combined gear ring 5 or the second combined gear ring 7 according to the optimal gear;
the power system controller 50 sends a torque control command to the second motor controller 30 and sends a first target torque to the second motor 11 through the vehicle controller 60, and controls the torque output of the second motor;
the powertrain controller 50 acquires the rotation speed and the rotation angle of the first combined gear ring 5 or the second combined gear ring 7, acquires a second target torque with a zero rotation speed difference and a zero rotation angle difference between the joint sleeve 6 and the first combined gear ring 5 or the second combined gear ring 7 as targets, and sends the acquired second target torque to the first motor controller 20;
the power system controller 50 monitors the difference between the rotation speed and the rotation angle of the engaging sleeve 6 and the first or second combined gear ring 5 or 7, and when the difference between the rotation speed and the rotation angle of the engaging sleeve 6 and the first or second combined gear ring 5 or 7 is below a certain threshold, sends a gear shifting command to the gear shifting controller 40 to control the engaging sleeve 6 to move towards the first or second combined gear ring 5 or 7;
after the engaging sleeve 6 is completely engaged with the first combining gear ring 5 or the second combining gear ring 7, the power system controller 50 acquires target torques of the first motor 1 and the second motor 11 according to the current vehicle speed, the accelerator pedal opening and the target gear information, and controls the torques of the first motor 1 and the second motor 11 to reach the respective corresponding target torques at a reasonable rate;
the actual torques of the first electric machine 1 and the second electric machine 11 reach the respective corresponding target torques, and the gear shifting process is ended.
The control method of the dual-motor powertrain of the present invention is described below with reference to specific embodiments.
Fourth embodiment
As shown in fig. 7, in the dual-motor power assembly of the present invention, if the current gear of the first motor is the neutral gear, the power system controller 50 executes a shift control method from the neutral gear to the first gear when determining that the optimal gear at the next time is the first gear according to the current vehicle speed and the depth of the accelerator pedal, as follows:
s11: the powertrain controller 50 controls the torque output of the second motor by sending a torque control command to the second motor controller 30 and sending the first target torque to the second motor 11 through the vehicle controller 60, and the specific value thereof is determined according to the actual wheel-end required torque.
S12: the powertrain controller 50 sends a torque control command to the first motor controller 20 through the vehicle controller 60;
s13: the powertrain controller 50 obtains the rotation speed and rotation angle signals of the first combined gear ring 5, obtains a target torque (second target torque) of the first electric machine 1 according to the rotation speed difference and rotation angle difference with the zero rotation speed difference and the zero rotation angle difference between the coupling sleeve 6 and the first combined gear ring 5 as targets, and sends the target torque of the first electric machine 1 to the first electric machine controller 20 through the vehicle controller 60;
s14: when the difference in the rotational speed and the difference in the rotational angle between the coupling sleeve 6 and the first coupled ring gear 5 are below a certain threshold value, the shift controller 40 controls the coupling sleeve 6 to move toward the first coupled ring gear 5;
s15: after the coupling sleeve 6 and the first coupling ring gear 5 are completely engaged, the powertrain controller 50 sends torque control commands and respective target torques to the first motor controller 20 and the second motor controller 30 through the vehicle controller 60, obtains the target torques of the first motor 1 and the second motor 11 according to the current vehicle speed, the accelerator pedal depth and the first gear target gear information, and controls the first motor 1 and the second motor 11 to reach the target state at a reasonable rate.
S16: the shifting process is ended when the actual torques of the first electric machine 1 and the second electric machine 11 reach the respective corresponding target torques.
In step S13, the rotation speeds and rotation angles of the first ring gear 5 and the engaging sleeve 6 are measured by the rotation speed sensor and the rotation angle sensor, respectively. It is necessary to send the rotation speed and rotation angle of the first combined ring gear 5 to the first motor controller 20 once at a certain interval (for example, 10ms) in step S13, and adjust the corresponding target torque of the first electric motor 1 accordingly until the difference in rotation speed and rotation angle between the first combined ring gear 5 and the sleeve 6 is within the set range.
In step S15, the target torques of the first motor 1 and the second motor 11 corresponding to the sum of the current vehicle speed, the accelerator pedal depth and the torque are calibrated in advance and stored in the vehicle controller 60, and when the torques of the first motor 1 and the second motor 11 are controlled to change, the torque of the first motor 1 is gradually increased and the torque of the second motor 11 is synchronously proportionally decreased until the actual torques of the first motor 1 and the second motor 11 are adjusted to the corresponding target torques.
Fifth embodiment
As shown in fig. 8, in the dual-motor power assembly of the present invention, if the current gear of the first motor is the neutral gear and the power system controller 50 determines that the optimal gear at the next time is the second gear according to the current vehicle speed and the depth of the accelerator pedal, the shift control method from the neutral gear to the second gear is executed as follows:
s21: the powertrain controller 50 controls the torque output of the second motor by sending a torque control command to the second motor controller 30 and sending the first target torque to the second motor 11 through the vehicle controller 60, and the specific value thereof is determined according to the actual wheel-end required torque.
S22: the powertrain controller 50 sends a torque control command to the first motor controller 20 through the vehicle controller 60;
s23: the powertrain controller 50 obtains the rotation speed and rotation angle signals of the second combined ring gear 7, obtains a target torque (second target torque) of the first electric machine 1 according to the rotation speed difference and rotation angle difference of the second combined ring gear 7 with the zero rotation speed difference and zero rotation angle difference between the combined sleeve 6 and the second combined ring gear 7 as targets, and sends the target torque of the first electric machine 1 to the first electric machine controller 20 through the vehicle controller 60;
s24: when the difference between the rotational speed and the rotational angle of the coupling sleeve 6 and the second coupling ring gear 7 is within a certain threshold value, the shift controller 40 controls the coupling sleeve 6 to move toward the second coupling ring gear 7;
s25: after the coupling sleeve 6 and the second coupling ring gear 7 are completely engaged, the powertrain controller 50 sends torque control commands and respective target torques to the first motor controller 20 and the second motor controller 30 through the vehicle controller 60, obtains the target torques of the first motor and the second motor according to the current vehicle speed, the accelerator pedal depth and the second gear target gear information, and controls the torques of the first motor and the second motor to reach the respective corresponding target torques at a reasonable rate.
S26: the shifting process is ended when the actual torques of the first electric machine 1 and the second electric machine 11 reach the respective corresponding target torques.
In step S23, the rotation speeds and rotation angles of the second ring gear 7 and the engaging sleeve 6 are measured by the rotation speed sensor and the rotation angle sensor, respectively. It is necessary to send the rotation speed and rotation angle of the second combined ring gear 7 to the first motor controller 20 once at a certain interval (for example, 10ms) in step S23, and adjust the corresponding target torque of the first electric motor 1 accordingly until the difference in rotation speed and rotation angle between the first combined ring gear 5 and the sleeve 6 is within the set range.
In step S25, the different vehicle speeds, the accelerator pedal depths and the torques and the corresponding target torques of the first motor 1 and the second motor 11 are calibrated in advance and stored in the vehicle controller 60, and when the torques of the first motor 1 and the second motor 11 are controlled to change, the torque of the first motor 1 is gradually increased and the torque of the second motor 11 is synchronously proportionally decreased until the actual torques of the first motor 1 and the second motor 11 are adjusted to the corresponding target torques.
In the dual-motor power assembly of the present invention, if the first gear or the second gear needs to be switched to the neutral gear, the engaging sleeve 6 is directly controlled to move toward the neutral position.
Sixth embodiment
The control method for shifting the gear of the vehicle from the neutral gear to the forward gear and from the forward gear to the neutral gear is described above, and the control method for shifting between different forward gears, namely, shifting from the first gear to the second gear or shifting from the second gear to the first gear, is described below.
In the dual-motor powertrain of the present invention, if the current gear is the second gear and the power system controller 50 determines that the next optimal gear is the first gear according to the current vehicle driving state information (vehicle speed, depth of an accelerator pedal, etc.), the method for controlling the gear shift from the second gear to the first gear is executed, and the method includes: the gear is first adjusted from the second gear to the neutral gear, and then adjusted from the neutral gear to the first gear.
In the gear shifting process, if the action of shifting the coupling sleeve 6 from the neutral gear to the first gear or the second gear exceeds a certain time, the coupling sleeve 6 is returned to the neutral gear, and then the coupling sleeve 6 is shifted to the first gear or the second gear again; if the number of shifts exceeds a certain limit, entry into that gear is prohibited.
Seventh embodiment
In the dual-motor powertrain of the present invention, if the current gear is the first gear and the next optimal gear is the second gear according to the vehicle driving status information (vehicle speed, depth of accelerator pedal, etc.), the method for controlling the shift from the first gear to the second gear is executed, and includes: the gear is first adjusted from the first gear to the neutral gear, and then adjusted from the neutral gear to the second gear.
In the gear shifting process, if the action of shifting the coupling sleeve 6 from the neutral gear to the first gear or the second gear exceeds a certain time period, the coupling sleeve 6 is returned to the neutral gear, and then the coupling sleeve 6 is shifted to the first gear or the second gear again; if the number of shifts exceeds a certain limit, entry into that gear is prohibited.
In summary, in the dual-motor power assembly of the present invention, the adopted synchronizer is a synchronizer without a lock ring, and the combination process of the engaging sleeve and the combined gear ring of the synchronizer does not utilize the lock ring, but adopts a control mode, and automatically engages the gear when the difference of the rotating speed and the difference of the rotating angle of the engaging sleeve and the combined gear ring are smaller than a certain threshold value, so that the present invention utilizes fewer components to cooperate with a control device to realize the short-time shock-free gear shifting, and the loss of the synchronizer can be greatly reduced.
As used herein, the ordinal adjectives "first", "second", etc., used to describe an element are merely to distinguish between similar elements and do not imply that the elements so described must be in a given sequence, either temporally, spatially, in ranking, or in any other manner.
As used herein, the meaning of "a plurality" or "a plurality" is two or more unless otherwise specified.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
In this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, which may include other elements not expressly listed in addition to those listed.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (8)

1. A dual-motor power assembly, comprising: a first motor, a second motor, a coupling ring gear, a joint sleeve, and a control device, the coupling ring gear including a first coupling ring gear and a second coupling ring gear, one of the first motor and the second motor being capable of power transmission to the first coupling ring gear and the second coupling ring gear, the first coupling ring gear and the second coupling ring gear rotating with the one of the first motor and the second motor when the one of the first motor and the second motor rotates, the other of the first motor and the second motor being capable of power transmission to the joint sleeve, the joint sleeve rotating with the other of the first motor and the second motor when the other of the first motor and the second motor rotates, the control device adjusting the rotation speed and rotation angle of the other of the joint sleeve and the coupling ring gear according to the rotation speed and rotation angle of the one of the joint sleeve and the coupling ring gear, and the control device And a rotational speed and a rotational angle, and when the rotational speed and the rotational angle match each other, the engaging sleeve is controlled to move to the first engaging ring gear or the second engaging ring gear.
2. The dual-motor power assembly of claim 1, further comprising: the first motor is connected with the first input shaft, the joint sleeve is mounted on the first input shaft and can axially move, the first gear is freely sleeved on the first input shaft, the first combined gear ring is fixedly connected with the first gear, and the first gear is meshed with the second gear; the second motor is connected with the second input shaft, the third gear is fixedly connected with the second input shaft, the second combination gear ring is fixedly connected with the third gear, and the third gear is meshed with the fourth gear; the fourth gear is fixedly connected with the transmission shaft, and the second gear and the fifth gear are fixedly connected on the transmission shaft; the fifth gear is meshed with the sixth gear; and the sixth gear is fixedly connected to the differential.
3. The dual-motor power assembly of claim 1, further comprising: the first motor is connected with the first input shaft, the first gear and the seventh gear are fixedly connected to the first input shaft, the first gear is meshed with the second gear, the seventh gear is meshed with the eighth gear, the second gear and the eighth gear are sleeved on the transmission shaft in a hollow mode, the first combined gear ring is fixedly connected with the second gear, and the second combined gear ring is fixedly connected with the eighth gear; the second motor with the second input shaft is connected, the third gear links firmly on the second input shaft, the third gear with fourth gear engagement, the fourth gear links firmly on the transmission shaft, the fifth gear with the clutch collar links firmly on the transmission shaft, the clutch collar can on the transmission shaft axial displacement, the fifth gear with sixth gear engagement, the sixth gear links firmly on the differential mechanism.
4. A gear shifting control method of a dual-motor power assembly is used for shifting gears from a neutral gear to a forward gear, and is characterized by comprising the following steps:
sending a first target torque of the second motor to a second motor controller, and controlling the torque output of the second motor;
acquiring the rotating speed and the rotating angle of a first combined gear ring or a second combined gear ring, taking a zero rotating speed difference and a zero rotating angle difference between a joint sleeve and the first combined gear ring or the second combined gear ring as targets, acquiring a second target torque according to the rotating speed difference and the rotating angle difference between the joint sleeve and the first combined gear ring or the second combined gear ring, and sending the acquired second target torque to a first motor controller;
controlling the sleeve to move toward the first or second combined ring gear when a difference in rotational speed and a difference in rotational angle of the sleeve and the first or second combined ring gear are below a certain threshold;
after the joint sleeve is completely meshed with the first combined gear ring or the second combined gear ring, acquiring target torques of the first motor and the second motor according to the current vehicle speed, the depth of an accelerator pedal and a gear value after gear shifting is finished, and controlling the torques of the first motor and the second motor to reach the respective corresponding target torques at a reasonable speed;
and the actual torques of the first motor and the second motor reach the corresponding target torques respectively, and the gear shifting process is finished.
5. The dual-motor powertrain shift control method of claim 4, characterized in that:
if the first motor needs to be switched from a neutral gear to a first gear, the dual-motor power assembly gear-shifting control method comprises the following steps:
sending a first target torque of the second motor to the second motor controller, and controlling the torque output of the second motor;
acquiring the rotating speed and the rotating angle of the first combined gear ring, acquiring a second target torque according to the rotating speed difference and the rotating angle difference between the joint sleeve and the first combined gear ring by taking the zero rotating speed difference and the zero rotating angle difference between the joint sleeve and the first combined gear ring as targets, and sending the acquired second target torque to the first motor controller;
controlling the sleeve to move toward the first incorporated ring gear when a difference in rotational speed and a difference in rotational angle between the sleeve and the first incorporated ring gear are below a certain threshold;
after the joint sleeve is completely meshed with the first combined gear ring, acquiring target torques of the first motor and the second motor according to the current vehicle speed, the depth of an accelerator pedal and the first-gear target gear information, and controlling the torques of the first motor and the second motor to reach the respective corresponding target torques at a reasonable rate;
and the actual torques of the first motor and the second motor reach the corresponding target torques respectively, and the gear shifting process is finished.
6. The dual-motor powertrain shift control method of claim 4, characterized in that:
if the first motor needs to be switched from a neutral gear to a second gear, the dual-motor power assembly gear-shifting control method comprises the following steps:
sending a first target torque of the second motor to the second motor controller, and controlling the torque output of the second motor;
acquiring the rotating speed and the rotating angle of the second combined gear ring, acquiring a second target torque according to the rotating speed difference and the rotating angle difference between the joint sleeve and the second combined gear ring by taking the zero rotating speed difference and the zero rotating angle difference between the joint sleeve and the second combined gear ring as targets, and sending the acquired second target torque to the first motor controller;
controlling the sleeve to move toward the second joint ring gear when a difference in rotational speed and a difference in rotational angle between the sleeve and the second joint ring gear are below a certain threshold;
after the joint sleeve is completely meshed with the second combined gear ring, acquiring target torques of the first motor and the second motor according to the current vehicle speed, the depth of an accelerator pedal and second gear target gear information, and controlling the torques of the first motor and the second motor to reach the respective corresponding target torques at a reasonable rate;
and the actual torques of the first motor and the second motor reach the corresponding target torques respectively, and the gear shifting process is finished.
7. The dual-motor powertrain shift control method of claim 4, characterized in that: the target torques of the first motor and the second motor corresponding to different current vehicle speeds, the accelerator pedal depths and the current gear information are stored in the vehicle controller in advance.
8. A gear shifting control method of a dual-motor power assembly is used for switching between different forward gears and is characterized in that:
switching the gear from the current gear to a neutral gear; and shifting the gear from the neutral gear to the target gear, wherein the control method for shifting the gear from the neutral gear to the target gear is the two-motor powertrain gear shifting control method of any one of claims 4-7.
CN202011164923.2A 2020-10-27 2020-10-27 Dual-motor power assembly and gear shifting control method Pending CN114475193A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202011164923.2A CN114475193A (en) 2020-10-27 2020-10-27 Dual-motor power assembly and gear shifting control method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202011164923.2A CN114475193A (en) 2020-10-27 2020-10-27 Dual-motor power assembly and gear shifting control method

Publications (1)

Publication Number Publication Date
CN114475193A true CN114475193A (en) 2022-05-13

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202011164923.2A Pending CN114475193A (en) 2020-10-27 2020-10-27 Dual-motor power assembly and gear shifting control method

Country Status (1)

Country Link
CN (1) CN114475193A (en)

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