CN117227496A - Dual drive axle torque distribution system and method for electric vehicle - Google Patents
Dual drive axle torque distribution system and method for electric vehicle Download PDFInfo
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- CN117227496A CN117227496A CN202210628447.8A CN202210628447A CN117227496A CN 117227496 A CN117227496 A CN 117227496A CN 202210628447 A CN202210628447 A CN 202210628447A CN 117227496 A CN117227496 A CN 117227496A
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- 238000000034 method Methods 0.000 title claims abstract description 25
- 230000009977 dual effect Effects 0.000 title claims abstract description 23
- 230000005540 biological transmission Effects 0.000 claims description 21
- 238000013507 mapping Methods 0.000 claims description 8
- 230000007935 neutral effect Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000007792 addition Methods 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000005265 energy consumption Methods 0.000 description 2
- 238000002474 experimental method Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
Classifications
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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
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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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
- 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
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- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application proposes a dual drive axle torque distribution system for an electric vehicle, comprising: a first drive axle on which a first gearbox and a first motor driving the first gearbox are arranged; the second drive axle is provided with a second gearbox and a second motor for driving the second gearbox; and a controller configured to communicate with the first and second drive axles and calculate a requested torque based on the pedal position and the current vehicle speed, wherein the controller is further configured to designate the number of drive axles that should operate in a manner that selects a higher drive axle operating efficiency by comparing the operating efficiencies of the two drive axles when they together provide the requested torque and the operating efficiency of one of the two drive axles when the drive axles provides the requested torque. The present application also proposes a method of electric vehicle dual drive axle torque distribution, and a machine readable storage medium having stored thereon executable instructions which, when executed by a processor, implement a method according to the present application.
Description
Technical Field
The application relates to the field of electric vehicles, in particular to a double-drive axle torque distribution system and method for an electric vehicle.
Background
In electric vehicles, in particular heavy commercial vehicles, having dual drive axles, it is known to provide an electric machine and a gearbox on each drive axle such that the two drive axles together drive the vehicle. Typically, the motors on both drive axles operate at the same torque, and the gearboxes on both drive axles operate in the same gear. When the driver depresses the accelerator pedal or the brake pedal, the controller derives the requested drive torque or brake torque and the target gear of the transmission on both axles as a function of the current vehicle speed and pedal position, such that the requested torque is equally divided between the motors on both axles and the transmission on both axles operates in the same target gear.
However, applicants have found that in such conventional electric vehicles having dual drive axles, the use of a solution in which torque is equally divided between the two drive axles has potential inefficiency problems. Particularly in the case where the controller calculates that the requested torque is small after the driver depresses the pedal, if both the motors and the gearboxes on both drive axles are put into operation, this may result in a lower efficiency of each motor and gearbox, which increases the energy consumption of the electric vehicle.
In order to address the above-described problems, there is a need for an improved electric vehicle dual drive axle torque distribution system and method.
Disclosure of Invention
The application proposes a dual drive axle torque distribution system for an electric vehicle, comprising: a first drive axle on which a first gearbox and a first motor driving the first gearbox are arranged; the second drive axle is provided with a second gearbox and a second motor for driving the second gearbox; and a controller configured to communicate with the first and second drive axles and calculate a requested torque based on the pedal position and the current vehicle speed, wherein the controller is further configured to designate the number of drive axles that should operate in accordance with a manner of selecting a higher drive axle operating efficiency by comparing the operating efficiencies of the first and second drive axles when they together provide the requested torque and the operating efficiency of one of the first and second drive axles when the drive axle provides the requested torque.
The application also provides a double-drive axle torque distribution method of the electric vehicle, which comprises the following steps:
receiving a pedal position when the driver depresses the accelerator pedal or the brake pedal;
calculating a requested torque according to the current vehicle speed and the pedal position;
judging whether the requested torque should be distributed between the two drive axles or not, wherein the judging condition is to compare the working efficiency of the two drive axles when the two drive axles provide the requested torque together and the working efficiency of one of the two drive axles when the two drive axles provide the requested torque;
wherein if it is determined that the operating efficiency of one of the two drive axles is higher when that drive axle is operated, then one of the two drive axles is designated to provide the requested torque, otherwise the two drive axles are designated to collectively provide the requested torque.
The application also proposes a machine-readable storage medium storing executable instructions which, when executed by a processor, implement a method according to the application.
By utilizing the system and the method for distributing the torque of the double-drive axle of the electric vehicle, the technical effects of improving the working efficiency of the double-drive axle electric vehicle and reducing the energy consumption are realized.
Drawings
The application is described in more detail below by reference to the attached drawing figures, which include:
FIG. 1 illustrates a schematic block diagram of an electric vehicle dual drive axle torque distribution system in accordance with the present application;
FIG. 2 shows a graph of the operating efficiency of a seek transaxle based on a current vehicle speed and a requested torque; and
fig. 3 shows a flow chart of a method of electric vehicle dual drive axle torque distribution according to the present application.
Description of the reference numerals
100. Electric vehicle dual drive axle torque distribution system
110. First drive axle
111. First gearbox
112. First gearbox controller
113. First gear shifting actuator
114. First motor
115. First motor controller
120. Second drive axle
121. Second gearbox
122. Second gearbox controller
123. Second gear shifting actuator
124. Second motor
125. Second motor controller
130. Controller for controlling a power supply
Detailed Description
In order to make the technical problems, technical solutions and advantageous technical effects to be solved by the present application more apparent, the present application will be further described in detail with reference to the accompanying drawings and exemplary embodiments. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the application.
Fig. 1 shows a schematic block diagram of an electric vehicle dual drive axle torque distribution system 100 in accordance with the present application. The system 100 is applied, for example, in an electric vehicle having a dual drive axle. The system 100 includes a first transaxle 110 and a second transaxle 120, which may be two rear axles of a heavy commercial vehicle, respectively. The first transaxle 110 is provided with a first gear box 111 and a first motor 114 driving the first gear box 111, and the second transaxle 120 is provided with a second gear box 121 and a second motor 124 driving the second gear box 121.
In addition, a first gear box controller 112 is attached to the first gear box 111 and is used to determine a gear used by the first gear box 111, and a first shift actuator 113 is attached to the first gear box 111 and is used to execute the gear of the first gear box 111 as the gear determined by the first gear box controller 112. The first motor controller 115 is for converting direct current of a power source into three-phase alternating current inputted to the first motor 114, and for controlling rotational speed and torque of the first motor 114. The first motor controller 115 may be an inverter and may be electrically connected to the first motor 114, for example, by high voltage wires.
Correspondingly, a second gearbox controller 122 is attached to the second gearbox 121 and is used for determining the gear used by the second gearbox 121, and a second shift actuator 123 is attached to the second gearbox 121 and is used for executing the gear of the second gearbox 121 as the gear determined by the second gearbox controller 112. The second motor controller 125 is for converting direct current of the power supply into three-phase alternating current inputted to the second motor 124, and for controlling the rotational speed and torque of the second motor 124. The second motor controller 125 may be an inverter and may be electrically connected to the second motor 124, for example, by high voltage wires.
The system 100 may also include a controller 130, such as a vehicle controller, that may be in communication with each of the transmission controllers, each of the shift actuators, and each of the motor controllers, such as through a CAN bus. The configuration of the controller 130, the gearbox controllers, the shift actuators, and the motor controllers are known in the art and are therefore not described herein in detail, and these components may be powered by the vehicle power supply, not shown herein.
During operation of the motor, motor controller and gearbox on the drive axle there is a loss of energy and therefore the applicant has taken into account its efficiency of operation. The operating efficiency of the motor, motor controller and gearbox herein refers to their respective output power to input power ratios. For example, there is a power loss in terms of switching and conduction during operation of the motor controller, the efficiency of which is considered to be the ratio of the electrical power of the three-phase alternating current it outputs to the electrical power of the battery it receives. The calculation of the above-mentioned working efficiency is known to those skilled in the art and is therefore not described here in detail.
In the context of the present application, the operating efficiency of the first drive axle 110 is a combined operating efficiency taking into account the ratio of the respective output power to the input power of the first motor 114, the first motor controller 115 and the first gearbox 111 provided on the first drive axle 110. Correspondingly, the operation efficiency of the second transaxle 120 is a comprehensive operation efficiency taking into consideration the respective output power to input power ratios of the second motor 124, the second motor controller 125, and the second transmission 121 provided on the second transaxle 120. Herein, the integrated operating efficiency may be calculated as an average or weighted average of the operating efficiencies of the motor, motor controller, and gearbox, respectively, on the drive axle.
In the present application, the operating efficiencies of the first motor 114 and the first motor controller 115 may be calculated by a software module embedded in the chip of the first motor controller 115 and stored in the chip of the first motor controller 115, while the operating efficiencies of the first transmission 111 may be calculated by a software module embedded in the chip of the first transmission controller 112 and stored in the chip of the first transmission controller 112. Correspondingly, the operating efficiencies of the second motor 124 and the second motor controller 125 may be calculated by software modules embedded in the chip of the second motor controller 125 and stored in the chip of the second motor controller 115, while the operating efficiencies of the second gearbox 121 may be calculated by software modules embedded in the chip of the second gearbox controller 122 and stored in the chip of the second gearbox controller 122. The above-described respective operation efficiencies may also be stored in the controller 130, etc., to which the present application is not limited.
In conventional electric vehicles with double drive axles, in particular commercial vehicles with double rear drive axles, the two drive axles are mechanically connected such that the electric machines on the two drive axles need to operate with the same torque, and the gearboxes on the two drive axles operate with the same gear, i.e. when the driver depresses the accelerator pedal or the brake pedal, the requested torque is equally divided between the two drive axles. However, in the case where the requested torque is small, the operating efficiency of the transaxle may be low.
Fig. 2 schematically shows a graph of the operating efficiency of the axle lookup based on the current vehicle speed and the requested torque. The applicant has experimentally obtained this graph, in which the horizontal axis is the current speed V of the vehicle (corresponding to the rotation speed of the drive axle in rpm) and the vertical axis is the requested torque T (in Nm), which shows the operating efficiency of the drive axle, i.e. the combined efficiency of the motor, motor controller and gearbox on the drive axle, at different speeds and requested torques. When the driver depresses the accelerator pedal or the brake pedal, the controller calculates the requested torque according to the current vehicle speed and the pedal position, and the working efficiency of the drive axle can be further known from the map.
As can be seen from the figure, in the case where the requested torque (ordinate) is small, the efficiency of the transaxle increases significantly if the requested torque increases, corresponding to the same vehicle speed (abscissa). For example, it can be seen from this figure that at 8000rpm of rotation of the drive axle, if the motor on the drive axle is operated at 25Nm of torque, the drive axle efficiency is 89.6%. And also in the case of a rotational speed of 8000rpm of the transaxle, if the motor on the transaxle is operated with a torque of 50Nm, the operating efficiency of the transaxle is increased to 94.6%.
Therefore, in the case where the requested torque is small, if the torque is equally divided between the motors on the two transaxles as in the conventional two-transaxle electric vehicle, the operating efficiency of the transaxle may be unsatisfactory. If, however, only the motor on one of the drive axles is in operation and the motor on the other drive axle is stopped (correspondingly, the gearbox is in neutral), i.e. the motor is operated with twice the torque corresponding to the case of an average torque distribution, the drive axle efficiency is significantly increased, for example by 4-5%.
The application therefore proposes, in an electric vehicle with dual axles, that, when the driver presses the accelerator pedal or the brake pedal, rather than dividing the calculated requested torque equally between the two axles as in a conventional electric vehicle, the operating efficiency of the axle when the requested torque is equally divided between the two axles and the operating efficiency of one of the two axles when the requested torque is provided by that axle is calculated first, that the magnitudes of the two efficiencies are compared, and that the number of axles that should be operated is specified in such a way that a higher operating efficiency of the axle is selected, rather than always letting the two axles operate together as in a conventional dual-axle electric vehicle.
Specifically, according to the graph of the operating efficiency of the transaxle shown in fig. 2, a map between the current vehicle speed and the requested torque and the number of transaxles that should be operated may be established in advance, so that the number of transaxles that should be operated is derived from the current vehicle speed and the requested torque according to the map. The mapping may be implemented in the form of a look-up table or function, etc. For example, the mapping relationship may be made as a lookup table and stored in the system in advance.
That is, it is experimentally found in advance how much the operating efficiency of the drive axles is in the case where one drive axle is operated and two drive axles are operated together in the case of the corresponding vehicle speed and the requested torque, respectively, the operating efficiencies in both cases are compared, and the pattern in which the operating efficiency is higher is stored in the lookup table. Thus, each time the driver depresses the accelerator pedal or the brake pedal, it is only necessary to retrieve a look-up table based on the current vehicle speed and pedal position (corresponding to the requested torque) to determine whether the two drive axles should be operated together so that the two drive axles together provide the requested torque, or one of the two drive axles should be operated so that it provides the requested torque, while the motor on the other drive axle is stopped and the gearbox on it is in neutral. When it is determined that one of the two drive axles should be operated to provide the requested torque, either one of the first drive axle 110 and the second drive axle 120 may be designated to operate, or one of the first drive axle 110 and the second drive axle 120 may be designated to operate by default.
Through the pre-established mapping relation, the working mode of the drive axle which the electric vehicle should take can be judged more quickly. The map may be stored in the controller 130 in advance, or may be stored in a chip of any one of the first gearbox controller 112, the second gearbox controller 122, the first motor controller 115, the second electrode controller 125. Alternatively, a separate look-up table storage module may be provided, which may be in communication with the controller 130, to which the present application is not limited.
The application also provides a method for determining the torque distribution of the double drive axles of the electric vehicle, which comprises the following steps:
s101: start to
S102: receiving a pedal position when the driver depresses the accelerator pedal or the brake pedal;
s103: converting the pedal position to a requested torque, which is executable by the controller;
s104: judging whether the requested torque should be distributed between the two drive axles or not, wherein the judging condition is that the working efficiency of the two drive axles when the two drive axles provide the requested torque together and the working efficiency of the drive axle when one of the two drive axles provides the requested torque are compared, the working efficiency of the drive axle is the comprehensive working efficiency considering the ratio of the respective output power to the input power of a motor, a motor controller and a gearbox on the drive axle, and the comprehensive working efficiency is calculated as the average value or weighted average value of the respective working efficiency of the motor, the motor controller and the gearbox on the drive axle;
s105: if it is determined in step S104 that the operating efficiency of one of the two drive axles is higher in the case where the drive axle is operating, one of the two drive axles is designated to provide the requested torque, and the target gear of the transmission on the designated drive axle is calculated, at which time the motor on the drive axle that is not designated is stalled, and the transmission thereon is in neutral;
s106: if it is determined in step S104 that the working efficiency of the drive axles is higher in the case where the two drive axles work together, then designating the two drive axles to work together, calculating the target gear of the transmission on the two drive axles, and proceeding to step S107;
s107: judging whether or not the specified current gear of the transmission is equal to the target gear calculated in step S105 or S106;
s108: if the current gear of the specified transmission is calculated to be equal to the target gear in step S107, the specified transmission is operated in the current gear, the specified motor is operated with the requested torque, and step S102 is re-entered;
s109: if the current gear of the specified transmission is calculated in step S107 not to be equal to the target gear, the specified transmission is shifted to the target gear, the specified motor is operated with the requested torque, and step S102 is re-entered.
Wherein when two drive axles are designated to operate together, the requested torque is equally divided between the motors on the two drive axles. When one of the two drive axles is designated to operate, the requested torque is provided by the motor on that designated drive axle. And when one of the two drive axles is designated to operate, either one of the first drive axle and the second drive axle may be designated to operate, or one of the first drive axle and the second drive axle may be designated to operate by default.
The method may further include establishing a mapping relation between the current vehicle speed and the requested torque and the number of the driving axles that should be operated in advance, and deriving the number of the driving axles that should be operated from the current vehicle speed and the requested torque according to the mapping relation. The pre-established mapping relationship may be implemented as a pre-stored look-up table. That is, it is experimentally found in advance how much the operating efficiency of the drive axles is in the case where one drive axle is operated and two drive axles are operated together in the case of the corresponding vehicle speed and the requested torque, respectively, the operating efficiencies in both cases are compared, and the pattern in which the operating efficiency is higher is stored in the lookup table. Thus, each time the driver depresses the accelerator pedal or the brake pedal, it is only necessary to retrieve a look-up table based on the current vehicle speed and pedal position (corresponding to the requested torque) to determine whether the two drive axles should be operated together so that the two drive axles together provide the requested torque, or one of the two drive axles should be operated so that it provides the requested torque, while the motor on the other drive axle is stopped and the gearbox on it is in neutral.
Furthermore, the various features described above for the electric vehicle dual drive axle torque distribution system are equally applicable to the above-described method and will not be repeated here.
The application also proposes a machine-readable storage medium storing executable instructions that, when executed, cause a processor to perform the above-described method.
The electric vehicle dual drive axle torque distribution system and method of the present application has been described above, but the present application is not limited to the above-described embodiments, but various modifications are possible.
For example, in the above description, the first and second drive axles 110 and 120 each include a motor, a motor controller, and a gearbox. However, depending on the actual load conditions and torque requirements of the electric vehicle, two or more motors, motor controllers, and gearboxes may be provided per drive axle.
Second, in the above description, when the two drive axles are operated together, the requested torque is equally distributed between the first drive axle 110 and the second drive axle 120. However, the requested torque may also be divided between first drive axle 110 and second drive axle 120 in different proportions. The advantage of the present application of evenly distributing the requested torque between the first and second drive axles 110, 120 is that, on the one hand, it is possible to facilitate comparison of the operating efficiency of the drive axles in the case where two drive axles are operated in combination with only one drive axle, and thus to facilitate establishment of the map relationship, and to facilitate the torque distribution operation. On the other hand, the applicant found through experiments that in the case where the requested torque is small, having one drive axle provide the requested torque can improve the operating efficiency of the drive axle to a greater extent than having both drive axles together provide the requested torque, however, having both drive axles provide the requested torque in the same proportion does not make any significant difference between the operating efficiency of the drive axles compared to having the requested torque provided in different proportions. Thus, for simplicity, it is preferable that the requested torque be equally divided between the two drive axles when the two drive axles are operating together.
Again, the electric vehicle dual drive axle torque distribution system and method of the present application is primarily applicable to commercial electric vehicles having dual rear drive axles, which contemplates commercial electric vehicles having a large load variation range in operation and a large requested torque variation range. Thus, in some cases, having only one drive axle operating, significantly improved drive axle operating efficiency can be obtained compared to existing vehicles that always require two drive axles to operate together. However, the electric vehicle dual drive axle torque distribution system and method of the present application may also be applicable to other types of vehicles, such as passenger cars having front and rear drive axles, and even to other types of vehicles having dual drive axles.
The above describes in detail, by means of the accompanying drawings, a possible but non-limiting embodiment of a dual drive axle torque distribution system and method for an electric vehicle according to the application. Modifications and additions to the techniques and structures, and rearrangements of the features of the embodiments, as will become apparent to those skilled in the art without departing from the scope and spirit of the disclosure as set forth and defined by the following claims, are intended to be encompassed within the scope of the application. Accordingly, such modifications and additions as are contemplated under the teachings of the present application are intended to be part of this disclosure. The scope of the present disclosure is defined by the claims appended hereto and include known equivalents and equivalents not yet foreseen at the time of filing date of the present disclosure.
Claims (11)
1. An electric vehicle dual drive axle torque distribution system (100), wherein the system (100) comprises:
a first drive axle (110) provided with a first gearbox (111) and a first motor (114) driving the first gearbox (111);
a second drive axle (120) provided with a second gearbox (121) and a second motor (124) driving the second gearbox (121);
a controller (130) configured to communicate with the first drive axle (110) and the second drive axle (120) and calculate a requested torque based on a pedal position and a current vehicle speed,
wherein the controller (130) is further configured to specify the number of axles that should be operated in a manner that selects a higher axle operating efficiency by comparing the operating efficiency of the first axle (110) and the second axle (120) when they together provide the requested torque and the operating efficiency of one of the first axle (110) and the second axle (120) when they provide the requested torque.
2. The system (100) of claim 1, wherein the first drive axle (110) and the second drive axle (120) are each a rear drive axle of an electric vehicle.
3. The system (100) according to claim 1, wherein the first transaxle (110) is provided with a first transmission controller (112) for determining a first target gear of the first transmission (111) and a first shift actuator (113) for executing the gear of the first transmission (111) as the first target gear, and a first motor controller (115) for controlling the rotational speed and torque of the first motor (114), and
the second transaxle (100) is provided with a second transmission controller (122) for determining a second target gear of the second transmission (121), a second shift actuator (123) for executing the gear of the second transmission (121) as the second target gear, and a second motor controller (125) for controlling the rotational speed and torque of the second motor (124).
4. A system (100) according to claim 3, wherein the operating efficiency of the first drive axle (110) and/or the second drive axle (120) is a combined operating efficiency taking into account the ratio of the respective output power to the input power of the respective motor, motor controller and gearbox controller provided on the first drive axle (110) and/or the second drive axle (120).
5. The system (100) of any of claims 1-4, wherein the requested torque is equally divided between the first drive axle (110) and the second drive axle (120) when the controller (130) designates the first drive axle (110) and the second drive axle (120) to work together.
6. The system (100) according to any one of claims 1-4, wherein the system is configured to pre-establish a mapping between the current vehicle speed and the requested torque and the number of axles that should be operated, thereby deriving the number of axles that should be operated from the current vehicle speed and the requested torque in accordance with the mapping.
7. The electric vehicle dual drive axle torque distribution method comprises the following steps:
receiving a pedal position when the driver depresses the accelerator pedal or the brake pedal;
calculating a requested torque according to the current vehicle speed and the pedal position;
judging whether the requested torque should be distributed between two drive axles or not, wherein the judging condition is that the working efficiency of the two drive axles when the two drive axles provide the requested torque together and the working efficiency of one of the two drive axles when the two drive axles provide the requested torque are compared;
wherein one of the two drive axles is designated to provide the requested torque if it is determined that the operating efficiency of the drive axle is higher if operated by the one of the two drive axles, and the two drive axles are designated to jointly provide the requested torque otherwise.
8. The method of claim 7, further comprising: and calculating a target gear of the gearbox on the designated drive axle according to the current vehicle speed and the pedal position, and shifting the gearbox into the target gear when the current gear of the gearbox is not equal to the target gear.
9. The method of claim 7, wherein the requested torque is equally divided between the two drive axles when the two drive axles are designated to operate together.
10. The method according to any one of claims 7-9, wherein the method comprises establishing in advance a map between the current vehicle speed and the requested torque and the number of axles that should be operated, from which map the number of axles that should be operated is derived from the current vehicle speed and the requested torque.
11. A machine-readable storage medium storing executable instructions that when executed by a processor implement the method of any one of claims 7-10.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210628447.8A CN117227496A (en) | 2022-06-06 | 2022-06-06 | Dual drive axle torque distribution system and method for electric vehicle |
| PCT/EP2023/061787 WO2023237261A1 (en) | 2022-06-06 | 2023-05-04 | Torque distribution system and method for dual drive axles of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210628447.8A CN117227496A (en) | 2022-06-06 | 2022-06-06 | Dual drive axle torque distribution system and method for electric vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117227496A true CN117227496A (en) | 2023-12-15 |
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ID=86424813
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210628447.8A Pending CN117227496A (en) | 2022-06-06 | 2022-06-06 | Dual drive axle torque distribution system and method for electric vehicle |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN117227496A (en) |
| WO (1) | WO2023237261A1 (en) |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102012112418A1 (en) * | 2012-12-17 | 2014-06-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Method for distributing a desired torque |
| US11981199B2 (en) * | 2020-02-19 | 2024-05-14 | Dana Heavy Vehicle Systems Group, Llc | Dig mode system and method for a vehicle |
-
2022
- 2022-06-06 CN CN202210628447.8A patent/CN117227496A/en active Pending
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2023
- 2023-05-04 WO PCT/EP2023/061787 patent/WO2023237261A1/en unknown
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| Publication number | Publication date |
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| WO2023237261A1 (en) | 2023-12-14 |
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