WO2023000979A1 - 一种带双变速器的电动汽车的动力系统及其控制方法 - Google Patents

一种带双变速器的电动汽车的动力系统及其控制方法 Download PDF

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Publication number
WO2023000979A1
WO2023000979A1 PCT/CN2022/104079 CN2022104079W WO2023000979A1 WO 2023000979 A1 WO2023000979 A1 WO 2023000979A1 CN 2022104079 W CN2022104079 W CN 2022104079W WO 2023000979 A1 WO2023000979 A1 WO 2023000979A1
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Prior art keywords
motor
transmission
output end
torque
differential
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PCT/CN2022/104079
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English (en)
French (fr)
Inventor
刘建康
王燕
于长虹
赵慧超
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中国第一汽车股份有限公司
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Publication of WO2023000979A1 publication Critical patent/WO2023000979A1/zh

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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K1/00Arrangement or mounting of electrical propulsion units
    • B60K1/02Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/02Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/04Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/04Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT 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
    • B60K17/00Arrangement or mounting of transmissions in vehicles
    • B60K17/04Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60LPROPULSION 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
    • B60L15/00Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20Methods, 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
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility

Definitions

  • the present application relates to the technical field of electric vehicles, for example, it relates to a power system of an electric vehicle with a double transmission and a control method thereof.
  • the difference between the permanent magnet synchronous motor and the asynchronous motor is that the permanent magnet synchronous motor has a relatively large anti-drag torque under the condition of rotating, and in order to prevent the back electromotive force from being too high, its magnetic field weakening current is relatively large in the high speed range , consumes more electric energy, all of which lead to higher power consumption of four-wheel drive models using permanent magnet synchronous motors, and shorter driving mileage, which affects the competitiveness of models.
  • the present application provides a power system of an electric vehicle with a double transmission, which reduces the loss of the motor with rotation, makes the electric vehicle drive with less resistance and less power consumption, thereby prolonging the cruising range of the electric vehicle.
  • a power system for an electric vehicle with a double transmission comprising: three motors, the three motors are respectively the first motor, the second motor and the third motor; two transmissions, the two transmissions are respectively the first A transmission and a second transmission, the input end of the first transmission is connected to the output end of the first motor, the input end of the second transmission is respectively connected to the output end of the second motor and the output end of the third motor
  • the output ends are connected; two differentials, the two differentials are respectively the first differential and the second differential, the input of the first differential is connected to the output of the first transmission
  • the output end of the first differential is connected with the front axle of the electric vehicle to drive the front wheels to rotate, the input end of the second differential is connected with the output end of the second transmission, and the second The output end of the differential is connected with the rear axle of the electric vehicle to drive the rear wheels to rotate.
  • the deceleration mechanism is arranged at the output end of the third motor, the second transmission is connected to the second motor, and the deceleration mechanism The output end is arranged coaxially with the output end of the second transmission.
  • the first motor, the second motor and the third motor are all permanent magnet synchronous motors, and the electric vehicle with a double transmission
  • the power system further includes a clutch, the clutch is respectively connected with the output end of the first motor and the input end of the first transmission, or the clutch is respectively connected with the output end of the first transmission and the first differential
  • the input end of the transmission is connected, or the clutch is respectively connected with the output end of the second transmission and the input end of the second differential, or the clutch is respectively connected with the output end of the second motor and the input end of the second differential.
  • the input end of the second transmission is connected, or the clutch is respectively connected with the output end of the third motor and the input end of the second transmission.
  • the first motor, the second motor and the third motor are all permanent magnet synchronous motors, and the electric vehicle with a double transmission
  • the power system also includes a speed reduction mechanism and a clutch, in response to which the speed reduction mechanism is arranged on the output end of the third motor, the second transmission is connected to the second motor, and the output end of the speed reduction mechanism is connected to the first motor.
  • the output ends of the second transmission are coaxially arranged, and the clutches are respectively connected with the output ends of the second motor and the input ends of the second transmission, or the clutches are respectively connected with the output ends of the third motor and the
  • the input end of the reduction mechanism is connected, or the clutch is respectively connected with the output end of the first motor and the input end of the first transmission, or the clutch is respectively connected with the output end of the first transmission and the first transmission.
  • the input end of a differential is connected, or the clutch is connected with the reduction mechanism and the second transmission respectively.
  • the first motor and the second motor are both permanent magnet synchronous motors
  • the third motor is an asynchronous motor
  • the present application also provides a control method for the power system of an electric vehicle with a double transmission, which reduces the loss of the motor with rotation, makes the resistance of the electric vehicle smaller when driving, consumes less power, and prolongs the life of the electric vehicle. recharge mileage.
  • a control method applicable to the power system of the electric vehicle with dual transmission described in the above technical solution including a sports mode, when driving in the sports mode, the first motor, the second motor and the
  • the third electric motor adopts the torque control mode and the size of the torque issued is determined by the opening degree of the accelerator pedal; the transmission is in the first gear when the speed of the electric motor is lower than or equal to the preset speed, and the speed changer is in the first gear when the speed of the electric motor is lower than or equal to the preset speed.
  • the rotation speed is higher than the preset rotation speed, it is in the second gear, and the required torque T Mdmd of the first motor, the second motor or the third motor is:
  • T M1dmd of the first motor when calculating the demand torque T M1dmd of the first motor, ⁇ is 2; when calculating the demand torque T M2dmd of the second motor or the demand torque T M3dmd of the third motor, ⁇ is 4; T drive is the required drive torque of the wheel, i is the transmission ratio between the output end of the motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the motor to the wheel;
  • the braking torque is provided by the first motor or the third motor, and the power generation demand torque T Mbrake of the first motor or the third motor is:
  • Tbrake is the required braking torque of the wheel
  • i is the transmission ratio between the output end of the first motor and the input end of the first differential or the output end of the third motor
  • the transmission ratio between the input ends of the second differential, ⁇ is the mechanical transmission efficiency from the first electric motor to the front wheels or the mechanical transmission efficiency from the third electric motor to the rear wheels.
  • the control method for the power system of an electric vehicle with a double transmission further includes an extreme mode, and when driving in the extreme mode, the The first electric motor, the second electric motor and the third electric motor all adopt the torque control mode and the magnitude of the output torque is determined by the opening degree of the accelerator pedal; is in the first gear, and is in the second gear when the speed of the motor is higher than the preset speed; the required torque T Mdmd of the first motor, the second motor or the third motor is :
  • T M1dmd of the first motor when calculating the demand torque T M1dmd of the first motor, ⁇ is 2; when calculating the demand torque T M2dmd of the second motor or the demand torque T M3dmd of the third motor, ⁇ is 4; T drive is the required drive torque of the wheel, i is the transmission ratio between the output end of the motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the motor to the wheel;
  • the braking torque is provided by the first motor, the second motor and the third motor do not work, and the power generation demand torque T M1brake of the first motor is:
  • T brake is the required braking torque of the wheel
  • i 1 is the transmission ratio between the output end of the first motor and the input end of the first differential
  • ⁇ 1 is the transmission ratio from the first motor to the input end of the first differential.
  • control method for the power system of an electric vehicle with a dual transmission further includes an economical mode, and when driving in the economical mode, the The second motor does not work, the transmission is in a neutral state, the first motor or the third motor works, and the required torque T Mdmd of the first motor or the third motor is:
  • T drive is the required drive torque of the wheels
  • i is the transmission ratio between the output end of the first motor and the input end of the first differential or the output end of the third motor and the first differential.
  • the transmission ratio between the input ends of the two differentials, ⁇ is the mechanical transmission efficiency from the first motor to the front wheel or the mechanical transmission efficiency from the third motor to the rear wheel;
  • the braking torque is provided by the first motor or the third motor, and the power generation demand torque T Mbrake of the first motor or the third motor is:
  • Tbrake is the required braking torque of the wheel
  • i is the transmission ratio between the output end of the first motor and the input end of the first differential or is the ratio between the output end of the third motor and the input end of the first differential.
  • the transmission ratio between the input terminals of the second differential, ⁇ is the mechanical transmission efficiency from the first electric motor to the front wheels or the mechanical transmission efficiency from the third electric motor to the rear wheels.
  • the control method for the power system of an electric vehicle with a double transmission further includes a comfort mode, and when driving in the comfort mode, the The first electric motor, the second electric motor and the third electric motor all adopt the torque control mode and the size of the issued torque is determined by the opening degree of the accelerator pedal; the transmission remains in the first gear, and the first The required torque T Mdmd of the motor, the second motor or the third motor is:
  • T M1dmd of the first motor when calculating the demand torque T M1dmd of the first motor, ⁇ is 2; when calculating the demand torque T M2dmd of the second motor or the demand torque T M3dmd of the third motor, ⁇ is 4; T drive is the required drive torque of the wheel, i is the transmission ratio between the output end of the motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the motor to the wheel;
  • the braking torque is provided by the first motor, the second motor and the third motor do not work, and the power generation demand torque T M1brake of the first motor is:
  • T M1brake is the required braking torque of the wheel
  • i 1 is the transmission ratio between the output end of the first motor and the input end of the first differential
  • ⁇ 1 is the transmission ratio from the first motor to the input end of the first differential.
  • the braking system of the electric vehicle includes a clutch, the clutch is driven in the sports mode, in the extreme mode, the The clutch is engaged when in Comfort mode, and the clutch is disengaged when braking in Sport mode and in Eco mode.
  • Fig. 1 is the schematic diagram of the power system of the electric vehicle with dual transmission provided in the first embodiment of the present application;
  • Fig. 2 is the schematic diagram of the power system of the electric vehicle with dual transmission provided in the second embodiment of the present application;
  • FIG. 3 is a schematic diagram of a power system of an electric vehicle with a dual transmission provided in Embodiment 3 of the present application;
  • Fig. 4 is a schematic diagram of a power system of an electric vehicle with a double transmission provided in Embodiment 4 of the present application;
  • Fig. 5 is a schematic diagram of a power system of an electric vehicle with a double transmission provided in Embodiment 5 of the present application;
  • Fig. 6 is a schematic diagram of a power system of an electric vehicle with a dual transmission provided in Embodiment 6 of the present application;
  • FIG. 7 is a schematic diagram of a power system of an electric vehicle with a dual transmission provided in Embodiment 7 of the present application;
  • Fig. 8 is a schematic diagram of a power system of an electric vehicle with a dual transmission provided in Embodiment 8 of the present application;
  • Fig. 9 is a schematic diagram of a power system of an electric vehicle with a dual transmission provided in Embodiment 9 of the present application;
  • Fig. 10 is a schematic diagram of a power system of an electric vehicle with a dual transmission provided in Embodiment 10 of the present application;
  • Fig. 11 is a schematic diagram of a power system of an electric vehicle with a dual transmission provided in Embodiment 11 of the present application;
  • Fig. 12 is a schematic diagram of a power system of an electric vehicle with a dual transmission provided in Embodiment 12 of the present application.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediary, and it can be the internal communication of two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application in specific situations.
  • the present embodiment provides a power system of an electric vehicle with a double transmission, as shown in Figure 1, comprising three motors, two speed changers and two differentials, the three motors are respectively the first motor 11 and the second motor 12 and the third motor 13, the two speed changers are respectively the first speed changer 21 and the second speed changer 22, the input end of the first speed changer 21 is connected with the output end of the first motor 11, and the input end of the second speed changer 22 is connected with the second speed changer respectively.
  • the output terminal of the motor 12 is connected to the output terminal of the third motor 13, and the two differentials are respectively the first differential 31 and the second differential 32, and the input of the first differential 31 is connected to the first transmission 21
  • the output end of the first differential 31 is connected with the front axle 100 of the electric vehicle to drive the front wheels 200 to rotate
  • the input end of the second differential 32 is connected with the output end of the second transmission 22
  • the second The output end of the differential 32 is connected with the rear axle 300 of the electric vehicle to drive the rear wheels 400 to rotate.
  • the three motors and the two speed changers of the power system of the electric vehicle with double transmission provided in this embodiment are used in combination, and the three motors can provide stronger acceleration performance for the electric vehicle, so that the electric vehicle has a stronger acceleration in low gear. Power, thereby reducing the loss of the motor with the rotation, which in turn makes the electric vehicle drive with less resistance, less power consumption, and prolongs the cruising range of the electric vehicle.
  • each transmission is provided with a first gear and a second gear, the transmission is in the first gear when the speed of the motor connected to it is lower than or equal to the preset speed, and the speed changer is in the first gear when the speed of the motor connected to it is In second gear above preset rpm.
  • the first motor 11 and the second motor 12 of this embodiment are both permanent magnet synchronous motors.
  • the permanent magnet synchronous motor has the characteristics of high power density, high efficiency and can provide better acceleration performance for electric vehicles.
  • the third motor 13 It is an asynchronous motor, and the power system of an electric vehicle with a double speed changer also includes a speed reduction mechanism 4.
  • the output end of the second transmission 22 is arranged coaxially, and the second differential 32 is connected with the output end of the reduction mechanism 4 and the output end of the second transmission 22 at the same time.
  • the reduction mechanism 4 of this embodiment is a single-stage reduction structure.
  • the difference between the present embodiment and the first embodiment is that the power system of the electric vehicle with double transmission of the present embodiment does not include a speed reduction mechanism 4, and the second motor 12 and the third motor 13 pass through the second motor 12 and the third motor 13.
  • the second transmission 22 is connected to the second differential 32 .
  • the difference between this embodiment and Embodiment 1 is that the power system of the electric vehicle with dual transmissions in this embodiment also includes a clutch 5, which is respectively connected to the output end of the first transmission 21 and the output end of the first transmission 21.
  • the input end of a differential 31 is connected, and the clutch 5 can transmit the power of the first motor 11 to the first differential 31, and can also cut off the connection between the first speed changer 21 and the first differential 31, so that The power of the third motor 13 cannot be transmitted to the second differential 32 , and the first motor 11 , the second motor 12 and the third motor 13 in this embodiment are all permanent magnet synchronous motors.
  • the difference between this embodiment and Embodiment 2 is that the power system of the electric vehicle with dual transmissions in this embodiment also includes a clutch 5, which is connected to the output end of the first transmission 21 and the output end of the first transmission 21 respectively.
  • the input end of a differential 31 is connected, and the clutch 5 can transmit the power of the first motor 11 to the first differential 31, and can also cut off the connection between the first speed changer 21 and the first differential 31, so that The power of the third motor 13 cannot be transmitted to the second differential 32 , and the first motor 11 , the second motor 12 and the third motor 13 in this embodiment are all permanent magnet synchronous motors.
  • the difference between the present embodiment and the second embodiment is that the first motor 11, the second motor 12 and the third motor 13 of the present embodiment are all permanent magnet synchronous motors, and the permanent magnet synchronous motors have power
  • the power system of the electric vehicle with double transmission in this embodiment also includes a clutch 5 and a speed reduction mechanism 4, and the speed reduction mechanism 4 is arranged on the third
  • the output end of the motor 13, the second speed changer 22 is connected with the second motor 12 and the output end of the reduction mechanism 4 is coaxially arranged with the output end of the second speed changer 22, and the clutch 5 is connected with the speed reduction mechanism 4 and the second speed changer 22 respectively, deceleration
  • the mechanism 4 is connected with the second differential 32 to output the power of the second motor 12 and the third motor 13 to the rear axle 300 , thereby driving the rear wheels 400 to rotate.
  • the difference between this embodiment and Embodiment 4 is that the clutch 5 of this embodiment is not connected with the first transmission 21 and the first differential 31, and the clutch 5 is located at the second differential 32 Between the second transmission 22 , that is, the clutch 5 is respectively connected to the output end of the second transmission 22 and the input end of the second differential 32 .
  • the difference between this embodiment and Embodiment 1 is that the first motor 11, the second motor 12 and the third motor 13 of this embodiment are all permanent magnet synchronous motors, and the permanent magnet synchronous motors have power
  • the characteristics of high density, high efficiency and better acceleration performance can be provided for electric vehicles, and the power system of the electric vehicle with double transmission in this embodiment also includes a clutch 5, and the clutch 5 is connected to the output end of the third motor 13 respectively. It is connected with the input end of the reduction mechanism 4 , that is, the third motor 13 is connected with the reduction mechanism 4 through the clutch 5 .
  • the difference between the present embodiment and the sixth embodiment is that the clutch 5 of the present embodiment is not connected with the second differential 32 and the second transmission 22, and the clutch 5 is connected with the third motor 13 respectively.
  • the output end is connected with the input end of the second transmission 22 , that is, the third motor 13 is connected with the second transmission 22 through the clutch 5 .
  • the difference between this embodiment and the third embodiment is that the clutch 5 of this embodiment is not located between the first transmission 21 and the first differential 31, and the clutch 5 is connected to the first motor 11 respectively.
  • the output end of the electric vehicle is connected with the input end of the first transmission 21, that is, the first motor 11 is connected with the first transmission 21 through the clutch 5, and the power system of the electric vehicle with double transmissions also includes a speed reduction mechanism 4, and the distribution mode of the speed reduction structure is the same as Embodiment four.
  • the difference between this embodiment and Embodiment 4 is that the clutch 5 of this embodiment is not located between the first transmission 21 and the first differential 31, and the clutch 5 is connected to the first motor 11 respectively.
  • the output end of is connected with the input end of the first transmission 21, that is, the first motor 11 is connected with the first transmission 21 through the clutch 5, and the power system of the electric vehicle with double transmission does not include the reduction mechanism 4 as well.
  • the difference between this embodiment and Embodiment 1 is that the first motor 11, the second motor 12 and the third motor 13 of this embodiment are all permanent magnet synchronous motors, and the permanent magnet synchronous motors have power
  • the characteristics of high density, high efficiency and better acceleration performance can be provided for electric vehicles, and the power system of the electric vehicle with double transmission in this embodiment also includes a clutch 5, and the clutch 5 is connected to the output end of the second motor 12 respectively. It is connected with the input end of the second transmission 22 , that is, the second motor 12 is connected with the second transmission 22 through the clutch 5 .
  • the difference between the present embodiment and the sixth embodiment is that the clutch 5 of the present embodiment is not connected with the second differential 32 and the second transmission 22, and the clutch 5 is connected with the second motor 12 respectively.
  • the output end is connected with the input end of the second speed changer 22, that is, the second motor 12 is connected with the second speed changer 22 through the clutch 5, the third motor 13 is directly connected with the second speed changer 22, and the second speed changer 22 is connected through the second differential gear 32 It is connected with the rear axle 300 .
  • the present application also provides a control method for the power system of an electric vehicle with a double transmission, which is applicable to the power system of an electric vehicle with a double transmission described in any of the above-mentioned embodiments, and the power system of the electric vehicle with a double transmission Control methods include Sport mode, Extreme mode, Eco mode and Comfort mode.
  • the first motor 11, the second motor 12 and the third motor 13 all adopt the torque control mode, and the magnitude of the torque generated during driving is determined by the opening of the accelerator pedal operated by the driver. According to the driver's demanded torque chart, the required driving torque T drive of the wheels can be obtained by looking up the opening of the accelerator pedal. This method is common knowledge of those skilled in the art and will not be repeated here.
  • both transmissions are in the first gear by default.
  • the transmission is in the first gear, and when the speed of the motor is higher than the preset In second gear at revs.
  • the preset speed as the maximum speed of the motor as an example, when the vehicle speed exceeds the maximum speed of the motor (for example, 16000 rpm) corresponding to the preset speed (for example, 200km/h), the transmission switches to the second gear.
  • the required torque T Mdmd of the first motor 11, the second motor 12 or the third motor 13 is:
  • is 2; when calculating the demand torque T M2dmd of the second motor 12 or the demand torque T M3dmd of the third motor 13, ⁇ is 4; T drive is the wheel
  • the required drive torque, i is the transmission ratio between the output end of the motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the motor to the wheels.
  • i is the transmission ratio of the reduction mechanism 4, and for the second, fourth and sixth embodiments , Eight, ten and twelve, i is the transmission ratio of the first gear of the second speed changer 22.
  • the braking torque is provided by the first motor 11 or the third motor 13, and the power generation demand torque T Mbrake of the first motor 11 or the third motor 13 is:
  • Tbrake is the required braking torque of the wheel
  • i is the transmission ratio between the output end of the first motor 11 and the input end of the first differential 31 or the output end of the third motor 13 and the second differential
  • the transmission ratio between the input ends of 32, ⁇ is the mechanical transmission efficiency from the first motor 11 to the front wheel 200 or the mechanical transmission efficiency from the third motor 13 to the rear wheel 400.
  • the braking torque is completely borne by the first electric motor 11, at this time i is the output end of the first electric motor 11 and the first differential 31
  • the transmission ratio between the input ends, the second motor 12 and the second motor 12 do not generate electricity, and the torque is zero; for the first, third, fifth, ninth and eleventh embodiments, the braking torque is completely borne by the third motor 13 , now i is the transmission ratio of the reduction mechanism 4, the first motor 11 and the second motor 12 do not generate electricity, the torque is zero, and the first speed changer 21 and the second speed changer 22 are all in neutral; for embodiments two, four and ten And twelve, the braking torque is fully borne by the third motor 13, and now i is the first gear ratio of the second speed changer 22, the first motor 11 and the second motor 12 do not generate electricity, the torque is zero, and the first speed changer 21 and the second transmission 22 are in neutral.
  • the clutch 5 when driving in a sports mode, the clutch 5 is in an engaged state; when braking in a sports mode, the clutch 5 is in a disengaged state and for embodiment one and embodiment two, because the power system of the electric vehicle with double transmission does not comprise clutch 5, between three motors, two speed changers and two differentials of the power system of the electric vehicle with double transmission are in a normal connection state.
  • the control method of the power system of the electric vehicle with double transmission includes a motion mode, it is suitable for the power system of the electric vehicle with double transmission.
  • the three motors all adopt the torque control mode to ensure that the electric vehicle has The optimal acceleration and the highest vehicle speed.
  • the torque required for power generation is borne by the first motor 11 or the third motor 13, which ensures that the electric vehicle has better acceleration performance.
  • the power with the clutch 5 system, the clutch 5 is in a disengaged state, and the disengagement of the clutch 5 can reduce the drag loss of the motor, improve the economical efficiency of the electric vehicle, and thereby prolong the cruising range of the electric vehicle.
  • Extreme mode drives in the same way as Sport mode.
  • the extreme mode is mainly to ensure that the electric vehicle has the optimal acceleration performance and the highest speed.
  • the driving method of the above extreme mode can enable the electric vehicle to achieve the best acceleration performance and the highest speed.
  • the first motor 11, the second motor 12 and the third motor 13 all adopt the torque control mode and the output torque is determined by the opening degree of the accelerator pedal; It is in the first gear when it is equal to the preset speed, and the transmission is in the second gear when the speed of the motor is higher than the preset speed; the required torque T of the first motor 11, the second motor 12 or the third motor 13 Mdmd is:
  • is 2; when calculating the demand torque T M2dmd of the second motor 12 or the demand torque T M3dmd of the third motor 13, ⁇ is 4; T drive is the wheel
  • the required drive torque, i is the transmission ratio between the output end of the electric motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the electric motor to the wheels.
  • the braking torque is provided by the first motor 11, the second motor 12 and the third motor 13 are not working, and the power generation demand torque T M1brake of the first motor 11 is:
  • Tbrake is the required braking torque of the wheel
  • i1 is the transmission ratio between the output end of the first motor 11 and the input end of the first differential 31
  • ⁇ 1 is from the first motor 11 to the front wheel 200 mechanical transfer efficiency.
  • the second motor 12 When driving in the economical mode, the second motor 12 does not work, the transmission is in a neutral state, the first motor 11 or the third motor 13 works, and the required torque T Mdmd of the first motor 11 or the third motor 13 is:
  • T drive is the required driving torque of the wheel
  • i is the transmission ratio between the output terminal of the first motor 11 and the input terminal of the first differential 31 or the output terminal of the third motor 13 and the second differential 32
  • is the mechanical transmission efficiency from the first motor 11 to the front wheels 200 or the mechanical transmission efficiency from the third motor 13 to the rear wheels 400.
  • the braking torque is provided by the first motor 11 or the third motor 13, and the power generation demand torque T Mbrake of the first motor 11 or the third motor 13 is:
  • Tbrake is the required braking torque of the wheel
  • i is the transmission ratio between the output end of the first motor 11 and the input end of the first differential 31 or is the output end of the third motor 13 and the second differential speed
  • the transmission ratio between the input ends of the converter 32, ⁇ is the mechanical transmission efficiency from the first motor 11 to the front wheel 200 or the mechanical transmission efficiency from the third motor 13 to the rear wheel 400.
  • the braking torque is completely borne by the first electric motor 11, at this time i is the output end of the first electric motor 11 and the first differential 31
  • the transmission ratio between the input ends, the second motor 12 and the second motor 12 do not generate electricity, and the torque is zero; for the first, third, fifth, ninth and eleventh embodiments, the braking torque is completely borne by the third motor 13 , now i is the transmission ratio of the reduction mechanism 4, the first motor 11 and the second motor 12 do not generate electricity, the torque is zero, and the first speed changer 21 and the second speed changer 22 are all in neutral; for embodiments two, four and ten And twelve, the braking torque is fully borne by the third motor 13, and now i is the first gear ratio of the second speed changer 22, the first motor 11 and the second motor 12 do not generate electricity, the torque is zero, and the first speed changer 21 and the second transmission 22 are in neutral.
  • the economical mode mainly considers the economical efficiency.
  • driving it is realized by a motor, which can greatly improve the efficiency of the motor and improve the economical efficiency.
  • it can also reduce the drag loss of the motor and the transmission system during braking. Adopting a motor to brake its efficiency is also higher.
  • the first motor 11, the second motor 12 and the third motor 13 all adopt the torque control mode and the magnitude of the torque sent is determined by the opening degree of the accelerator pedal;
  • the required torque T Mdmd of the motor 11, the second motor 12 or the third motor 13 is:
  • is 2; when calculating the demand torque T M2dmd of the second motor 12 or the demand torque T M3dmd of the third motor 13, ⁇ is 4; T drive is the wheel
  • the required drive torque, i is the transmission ratio between the output end of the motor and the input end of the differential, and ⁇ is the mechanical transmission efficiency from the motor to the wheels.
  • i is the transmission ratio of the reduction mechanism 4, and for the second, fourth and sixth embodiments , Eight, ten and twelve, i is the transmission ratio of the first gear of the second speed changer 22.
  • the braking torque is provided by the first motor 11, the second motor 12 and the third motor 13 are not working, and the power generation demand torque T M1brake of the first motor 11 is:
  • T M1brake is the required braking torque of the wheel
  • i 1 is the transmission ratio between the output end of the first motor 11 and the input end of the first differential 31
  • ⁇ 1 is from the first motor 11 to the front wheel 200 mechanical transfer efficiency.
  • the comfort mode mainly considers the comfort.
  • the clutch 5 is kept in the engaged state when driving and braking, and the transmission does not shift gears at the same time, which reduces the impact of the separation and engagement of the clutch 5, and at the same time reduces the impact and Bumps for improved comfort.
  • the switching conditions of the sports mode, extreme mode, economical mode and comfort mode in the control method of the power system of the electric vehicle with double transmission are as follows:
  • the conditions for switching to the extreme mode are: the vehicle speed is less than 1km/h, and the vehicle is in park or neutral, and the state of charge of the power battery is greater than 50%; the conditions for switching to the economic mode is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed; then the condition for switching to the comfort mode is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed.
  • the conditions for switching to the sports mode are: the vehicle speed is less than 5km/h, the accelerator pedal is not depressed, and the state of charge of the power battery is greater than 30%; the conditions for switching to the economic mode are: : The vehicle speed is less than 5km/h, and the accelerator pedal is not depressed; the conditions for switching to the comfort mode are: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed.
  • the conditions for switching to the extreme mode are: the vehicle speed is less than 1km/h, and the vehicle is in park or neutral, and the state of charge of the power battery is greater than 50%; then the conditions for switching to the sports mode It is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed, and the state of charge of the power battery is greater than 30%; then the conditions for switching to the comfort mode are: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed.
  • the conditions for switching to the extreme mode are: the vehicle speed is less than 1km/h, and the vehicle is in park or neutral, and the state of charge of the power battery is greater than 50%; then the conditions for switching to the sports mode It is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed, and the state of charge of the power battery is greater than 30%; then the condition for switching to the economic mode is: the vehicle speed is less than 5km/h, and the accelerator pedal is not depressed.

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Abstract

本申请涉及电动汽车技术领域,公开一种带双变速器的电动汽车的动力系统及其控制方法。其中带双变速器的电动汽车的动力系统包括:三个电机,分别为第一电机(11)、第二电机(12)及第三电机(13);两个变速器,分别为与第一电机(11)相连的第一变速器(21)和与第二电机(12)和第三电机(13)相连的第二变速器(22);两个差速器,分别为第一差速器(31)和第二差速器(32),第一差速器(31)的输入端与第一变速器(21)的输出端相连,第一差速器(31)的输出端与前轴(100)相连,第二差速器(32)的输入端与第二变速器(22)的输出端相连,第二差速器(32)的输出端与后轴(300)相连。

Description

一种带双变速器的电动汽车的动力系统及其控制方法
本申请要求在2021年7月22日提交中国专利局、申请号为202110829863.X的中国专利申请的优先权,该申请的全部内容通过引用结合在本申请中。
技术领域
本申请涉及电动汽车技术领域,例如涉及一种带双变速器的电动汽车的动力系统及其控制方法。
背景技术
当前纯电动汽车发展越来越快,为了追求较好的动力性,很多车型均采用四驱方案,即前后各采用一套包括一个电机和一个单级减速器的电驱动系统。永磁同步电机由于其功率密度大,而且效率较高,目前在纯电动汽车上得到了广泛应用。但是永磁同步电机与异步电机的不同之处在于:永磁同步电机在随转工况下其反拖扭矩较大,而且为了防止反电动势过高,其在高转速段的弱磁电流较大,消耗电能较多,这些均导致了采用永磁同步电机的四驱车型电耗较高,续驶里程较短,影响车型竞争力。
发明内容
本申请提供一种带双变速器的电动汽车的动力系统,减小了电机的随转损失,使得电动汽车驱动时的阻力更小、耗电量更少,从而延长了电动汽车的续航里程。
本申请采用以下技术方案:
一种带双变速器的电动汽车的动力系统,包括:三个电机,三个所述电机分别为第一电机、第二电机及第三电机;两个变速器,两个所述变速器分别为第一变速器和第二变速器,所述第一变速器的输入端与所述第一电机的输出端相连,所述第二变速器的输入端分别与所述第二电机的输出端和所述第三电机的输出端相连;两个差速器,两个所述差速器分别为第一差速器和第二差速器,所述第一差速器的输入端与所述第一变速器的输出端相连,所述第一差速器的 输出端与电动汽车的前轴相连以带动前车轮转动,所述第二差速器的输入端与所述第二变速器的输出端相连,所述第二差速器的输出端与所述电动汽车的后轴相连以带动后车轮转动。
作为一种带双变速器的电动汽车的动力系统的可选方案,所述减速机构设置于所述第三电机的输出端,所述第二变速器与所述第二电机相连且所述减速机构的输出端与所述第二变速器的输出端同轴设置。
作为一种带双变速器的电动汽车的动力系统的可选方案,所述第一电机、所述第二电机及所述第三电机均为永磁同步电机,所述带双变速器的电动汽车的动力系统还包括离合器,所述离合器分别与所述第一电机的输出端和所述第一变速器的输入端相连,或者所述离合器分别与所述第一变速器的输出端和所述第一差速器的输入端相连,或者所述离合器分别与所述第二变速器的输出端和所述第二差速器的输入端相连,或者所述离合器分别与所述第二电机的输出端和所述第二变速器的输入端相连,或者所述离合器分别与所述第三电机的输出端和所述第二变速器的输入端相连。
作为一种带双变速器的电动汽车的动力系统的可选方案,所述第一电机、所述第二电机及所述第三电机均为永磁同步电机,所述带双变速器的电动汽车的动力系统还包括减速机构和离合器,响应于所述减速机构设置于所述第三电机的输出端、所述第二变速器与所述第二电机相连且所述减速机构的输出端与所述第二变速器的输出端同轴设置,所述离合器分别与所述第二电机的输出端和所述第二变速器的输入端相连,或者所述离合器分别与所述第三电机的输出端和所述减速机构的输入端相连,或者所述离合器分别与所述第一电机的输出端和所述第一变速器的输入端相连,或者所述离合器分别与所述第一变速器的输出端和所述第一差速器的输入端相连,或者所述离合器分别与所述减速机构和所述第二变速器相连。
作为一种带双变速器的电动汽车的动力系统的可选方案,所述第一电机和所述第二电机均为永磁同步电机,所述第三电机为异步电机。
本申请还提供了一种带双变速器的电动汽车的动力系统的控制方法,减小了电机的随转损失,使得电动汽车驱动时的阻力更小,耗电量更少,延长了电动汽车的续航里程。
一种适用于上述技术方案所述的带双变速器的电动汽车的动力系统的控制方法,包括运动模式,在所述运动模式下驱动时,所述第一电机、所述第二电机和所述第三电机均采用扭矩控制模式且发出的扭矩的大小由加速踏板的开度确定;所述变速器在所述电机的转速低于或等于预设转速时处于第一挡位,在所述电机的转速高于所述预设转速时处于第二挡位,所述第一电机、所述第二电机或所述第三电机的需求扭矩T Mdmd为:
Figure PCTCN2022104079-appb-000001
其中,当计算所述第一电机的需求扭矩T M1dmd时,α取2;当计算所述第二电机的需求扭矩T M2dmd或所述第三电机的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为所述电机的输出端与所述差速器的输入端之间的传动比,η为从所述电机到车轮的机械传递效率;
在所述运动模式下制动时,制动扭矩由所述第一电机或所述第三电机提供,所述第一电机或所述第三电机的发电需求扭矩T Mbrake为:
Figure PCTCN2022104079-appb-000002
其中,T brake为车轮的需求制动扭矩,i为所述第一电机的输出端与所述第一差速器的输入端之间的传动比或所述第三电机的输出端与所述第二差速器的输入端之间的传动比,η为从所述第一电机到所述前车轮的机械传递效率或者从所述第三电机到所述后车轮的机械传递效率。
作为一种带双变速器的电动汽车的动力系统的控制方法的可选方案,所述带双变速器的电动汽车的动力系统的控制方法还包括极致模式,在所述极致模式下驱动时,所述第一电机、所述第二电机及所述第三电机均采用扭矩控制模 式且输出的扭矩的大小由加速踏板的开度确定;所述变速器在所述电机的转速低于或等于预设转速时处于第一挡位,在所述电机的转速高于所述预设转速时处于第二挡位;所述第一电机、所述第二电机或所述第三电机的需求扭矩T Mdmd为:
Figure PCTCN2022104079-appb-000003
其中,当计算所述第一电机的需求扭矩T M1dmd时,α取2;当计算所述第二电机的需求扭矩T M2dmd或所述第三电机的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为所述电机的输出端与所述差速器的输入端之间的传动比,η为从所述电机到车轮的机械传递效率;
在所述极致模式下制动时,制动扭矩由所述第一电机提供,所述第二电机和所述第三电机不工作,所述第一电机的发电需求扭矩T M1brake为:
Figure PCTCN2022104079-appb-000004
其中,T brake为车轮的需求制动扭矩,i 1为所述第一电机的输出端与所述第一差速器的输入端之间的传动比,η 1为从所述第一电机到所述前车轮的机械传递效率。
作为一种带双变速器的电动汽车的动力系统的控制方法的可选方案,所述带双变速器的电动汽车的动力系统的控制方法还包括经济模式,在所述经济模式下驱动时,所述第二电机不工作,所述变速器处于空挡状态,所述第一电机或所述第三电机工作,所述第一电机或所述第三电机的需求扭矩T Mdmd为:
Figure PCTCN2022104079-appb-000005
其中,T drive为车轮的需求驱动扭矩,i为所述第一电机的输出端与所述第一差速器的输入端之间的传动比或所述第三电机的输出端与所述第二差速器的输入端之间的传动比,η为从所述第一电机到所述前车轮的机械传递效率或者从 所述第三电机到所述后车轮的机械传递效率;
在所述经济模式下制动时,制动扭矩由所述第一电机或所述第三电机提供,所述第一电机或所述第三电机的发电需求扭矩T Mbrake为:
Figure PCTCN2022104079-appb-000006
其中,T brake为车轮的需求制动扭矩,i为所述第一电机的输出端与所述第一差速器的输入端之间的传动比或为所述第三电机的输出端与所述第二差速器的输入端之间的传动比,η为从所述第一电机到所述前车轮的机械传递效率或者从所述第三电机到所述后车轮的机械传递效率。
作为一种带双变速器的电动汽车的动力系统的控制方法的可选方案,所述带双变速器的电动汽车的动力系统的控制方法还包括舒适模式,在所述舒适模式下驱动时,所述第一电机、所述第二电机和所述第三电机均采用扭矩控制模式且发出的扭矩的大小由加速踏板的开度确定;所述变速器保持在所述第一挡位,所述第一电机、所述第二电机或所述第三电机的需求扭矩T Mdmd为:
Figure PCTCN2022104079-appb-000007
其中,当计算所述第一电机的需求扭矩T M1dmd时,α取2;当计算所述第二电机的需求扭矩T M2dmd或所述第三电机的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为所述电机的输出端与所述差速器的输入端之间的传动比,η为从所述电机到车轮的机械传递效率;
在所述舒适模式下制动时,制动扭矩由所述第一电机提供,所述第二电机和所述第三电机不工作,所述第一电机的发电需求扭矩T M1brake为:
Figure PCTCN2022104079-appb-000008
其中,T M1brake为车轮的需求制动扭矩,i 1为所述第一电机的输出端与所述第一差速器的输入端之间的传动比,η 1为从所述第一电机到所述前车轮的机械传 递效率。
作为一种带双变速器的电动汽车的动力系统的控制方法的可选方案,所述电动汽车的制动系统包括离合器,所述离合器在所述运动模式下驱动、所述极致模式下、所述舒适模式下时均处于结合状态,所述离合器在所述运动模式下制动和所述经济模式下时均处于分离状态。
附图说明
图1是本申请具体实施例一提供的带双变速器的电动汽车的动力系统的示意图;
图2是本申请具体实施例二提供的带双变速器的电动汽车的动力系统的示意图;
图3是本申请具体实施例三提供的带双变速器的电动汽车的动力系统的示意图;
图4是本申请具体实施例四提供的带双变速器的电动汽车的动力系统的示意图;
图5是本申请具体实施例五提供的带双变速器的电动汽车的动力系统的示意图;
图6是本申请具体实施例六提供的带双变速器的电动汽车的动力系统的示意图;
图7是本申请具体实施例七提供的带双变速器的电动汽车的动力系统的示意图;
图8是本申请具体实施例八提供的带双变速器的电动汽车的动力系统的示意图;
图9是本申请具体实施例九提供的带双变速器的电动汽车的动力系统的示意图;
图10是本申请具体实施例十提供的带双变速器的电动汽车的动力系统的示意图;
图11是本申请具体实施例十一提供的带双变速器的电动汽车的动力系统的示意图;
图12是本申请具体实施例十二提供的带双变速器的电动汽车的动力系统的示意图。
图中:
11、第一电机;12、第二电机;13、第三电机;
21、第一变速器;22、第二变速器;
31、第一差速器;32、第二差速器;
4、减速机构;
5、离合器;
100、前轴;200、前车轮;300、后轴;400、后车轮。
具体实施方式
下面将结合附图对本申请实施例的技术方案作详细描述。
在本申请的描述中,需要说明的是,术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系,仅是为了便于描述本申请和简化描述,而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作,因此不能理解为对本申请的限制。此外,术语“第一”、“第二”仅用于描述目的,而不能理解为指示或暗示相对重要性。其中,术语“第一位置”和“第二位置”为两个不同的位置。
在本申请的描述中,需要说明的是,除非另有明确的规定和限定,术语“安装”、“相连”、“连接”应做广义理解,例如,可以是固定连接,也可以是可拆卸连接;可以是机械连接,也可以是电连接;可以是直接相连,也可以通过中间媒介间接相连,可以是两个元件内部的连通。对于本领域的普通技术人员而言,可以具体情况理解上述术语在本申请中的具体含义。
实施例一
本实施例提供一种带双变速器的电动汽车的动力系统,如图1所示,包括三个电机、两个变速器及两个差速器,三个电机分别为第一电机11、第二电机12及第三电机13,两个变速器分别为第一变速器21和第二变速器22,第一变速器21的输入端与第一电机11的输出端相连,第二变速器22的输入端分别与第二电机12的输出端和第三电机13的输出端相连,两个差速器分别为第一差速器31和第二差速器32,第一差速器31的输入端与第一变速器21的输出端相连,第一差速器31的输出端与电动汽车的前轴100相连以带动前车轮200转动,第二差速器32的输入端与第二变速器22的输出端相连,第二差速器32的输出端与电动汽车的后轴300相连以带动后车轮400转动。
本实施例提供的带双变速器的电动汽车的动力系统的三个电机和两个变速器联合使用,三个电机能够为电动汽车提供更强的加速性能,使电动汽车在低挡时具有更强的动力,从而减小了电机的随转损失,进而使得电动汽车驱动时的阻力更小、耗电量更少,延长了电动汽车的续航里程。
示例性地,每个变速器均设有第一挡位和第二挡位,变速器在与其相连的电机的转速低于或等于预设转速时处于第一挡位,变速器在与其相连的电机的转速高于预设转速时处于第二挡位。
本实施例的第一电机11和第二电机12均为永磁同步电机,永磁同步电机具有功率密度大、效率较高且能够为电动汽车提供较好的加速性能的特点,第三电机13为异步电机,带双变速器的电动汽车的动力系统还包括减速机构4,减速机构4设置于第三电机13的输出端、第二变速器22与第二电机12相连且减速机构4的输出端与第二变速器22的输出端同轴设置,第二差速器32同时与减速机构4的输出端和第二变速器22的输出端相连。本实施例的减速机构4为单级减速结构。
实施例二
如图2所示,本实施例与实施例一的不同之处在于,本实施例的带双变速器的电动汽车的动力系统不包括减速机构4,第二电机12和第三电机13均通过 第二变速器22与第二差速器32相连。
实施例三
如图3所示,本实施例与实施例一的不同之处在于,本实施例的带双变速器的电动汽车的动力系统还包括离合器5,离合器5分别与第一变速器21的输出端和第一差速器31的输入端相连,离合器5能够使第一电机11的动力传递至第一差速器31上,还能够切断第一变速器21和第一差速器31之间的连接,使得第三电机13的动力无法传递至第二差速器32上,且本实施例的第一电机11、第二电机12及第三电机13均为永磁同步电机。
实施例四
如图4所示,本实施例与实施例二的不同之处在于,本实施例的带双变速器的电动汽车的动力系统还包括离合器5,离合器5分别与第一变速器21的输出端和第一差速器31的输入端相连,离合器5能够使第一电机11的动力传递至第一差速器31上,还能够切断第一变速器21和第一差速器31之间的连接,使得第三电机13的动力无法传输至第二差速器32上,且本实施例的第一电机11、第二电机12及第三电机13均为永磁同步电机。
实施例五
如图5所示,本实施例与实施例二的不同之处在于,本实施例的第一电机11、第二电机12及第三电机13均为永磁同步电机,永磁同步电机具有功率密度大、效率较高且能够为电动汽车提供较好的加速性能的特点,且本实施例的带双变速器的电动汽车的动力系统还包括离合器5和减速机构4,减速机构4设置于第三电机13的输出端,第二变速器22与第二电机12相连且减速机构4的输出端与第二变速器22的输出端同轴设置,离合器5分别与减速机构4和第二变速器22相连,减速机构4与第二差速器32相连以将第二电机12和第三电机13的动力输出后轴300,从而带动后车轮400转动。
实施例六
如图6所示,本实施例与实施例四的不同之处在于,本实施例的离合器5 不是与第一变速器21和第一差速器31相连,该离合器5位于第二差速器32和第二变速器22之间,即离合器5分别与第二变速器22的输出端和第二差速器32的输入端相连。
实施例七
如图7所示,本实施例与实施例一的不同之处在于,本实施例的第一电机11、第二电机12及第三电机13均为永磁同步电机,永磁同步电机具有功率密度大、效率较高且能够为电动汽车提供较好的加速性能的特点,且本实施例的带双变速器的电动汽车的动力系统还包括离合器5,离合器5分别与第三电机13的输出端和减速机构4的输入端相连,即第三电机13通过离合器5与减速机构4相连。
实施例八
如图8所示,本实施例与实施例六的不同之处在于,本实施例的离合器5不是与第二差速器32和第二变速器22相连,该离合器5分别与第三电机13的输出端和第二变速器22的输入端相连,即第三电机13通过离合器5与第二变速器22相连。
实施例九
如图9所示,本实施例与实施例三的不同之处在于,本实施例的离合器5不是位于第一变速器21和第一差速器31之间,该离合器5分别与第一电机11的输出端和第一变速器21的输入端相连,即第一电机11通过离合器5与第一变速器21相连,该带双变速器的电动汽车的动力系统同样包括减速机构4,减速结构的分布方式同实施例四。
实施例十
如图10所示,本实施例与实施例四的不同之处在于,本实施例的离合器5不是位于第一变速器21和第一差速器31之间,该离合器5分别与第一电机11的输出端和第一变速器21的输入端相连,即第一电机11通过离合器5与第一变速器21相连,该带双变速器的电动汽车的动力系统同样不包括减速机构4。
实施例十一
如图11所示,本实施例与实施例一的不同之处在于,本实施例的第一电机11、第二电机12及第三电机13均为永磁同步电机,永磁同步电机具有功率密度大、效率较高且能够为电动汽车提供较好的加速性能的特点,且本实施例的带双变速器的电动汽车的动力系统还包括离合器5,离合器5分别与第二电机12的输出端和第二变速器22的输入端相连,即第二电机12通离合器5与第二变速器22相连。
实施例十二
如图12所示,本实施例与实施例六的不同之处在于,本实施例的离合器5不是与第二差速器32和第二变速器22相连,该离合器5分别与第二电机12的输出端和第二变速器22的输入端相连,即第二电机12通过离合器5与第二变速器22相连,第三电机13直接与第二变速器22相连,第二变速器22通过第二差速器32与后轴300相连。
本申请还提供了一种带双变速器的电动汽车的动力系统的控制方法,适用于上述任意实施例所述的带双变速器的电动汽车的动力系统,该带双变速器的电动汽车的动力系统的控制方法包括运动模式、极致模式、经济模式及舒适模式。
采用运动模式驱动时,第一电机11、第二电机12和第三电机13均采用扭矩控制模式,驱动时发出的扭矩的大小由驾驶员操作加速踏板的开度确定。根据驾驶员需求扭矩图表,可由加速踏板的开度查表得出车轮的需求驱动扭矩T drive,此方法为本领域技术人员的公知常识,此处不再赘述。
在本实施例中,两个变速器均默认处于一挡,示例性地,当变速器在与其对应的电机的转速低于或等于预设转速时处于第一挡位,在电机的转速高于预设转速时处于第二挡位。以预设转速为电机的最高转速为例,当车速超过预设车速(例如200km/h)对应的电机的最高转速(例如16000rpm)时,变速器切换成第二挡位。
第一电机11、第二电机12或第三电机13的需求扭矩T Mdmd为:
Figure PCTCN2022104079-appb-000009
其中,当计算第一电机11的需求扭矩T M1dmd时,α取2;当计算第二电机12的需求扭矩T M2dmd或第三电机13的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为电机的输出端与差速器的输入端之间的传动比,η为从电机到车轮的机械传递效率。
示例性地,当计算第三电机13的需求扭矩T M3dmd时,针对实施例一、三、五、七、九及十一,i为减速机构4的传动比,针对实施例二、四、六、八、十及十二,i为第二变速器22的一挡的传动比。
在运动模式下制动时,制动扭矩由第一电机11或第三电机13提供,第一电机11或第三电机13的发电需求扭矩T Mbrake为:
Figure PCTCN2022104079-appb-000010
其中,T brake为车轮的需求制动扭矩,i为第一电机11的输出端与第一差速器31的输入端之间的传动比或第三电机13的输出端与第二差速器32的输入端之间的传动比,η为从第一电机11到前车轮200的机械传递效率或者从第三电机13到后车轮400的机械传递效率。
示例性地,在运动模式下制动时,针对实施例六、七及八,制动扭矩完全由第一电机11承担,此时i为第一电机11的输出端与第一差速器31的输入端之间的传动比,第二电机12和第二电机12不进行发电,扭矩为零;针对实施例一、三、五、九及十一,制动扭矩完全由第三电机13承担,此时i为减速机构4的传动比,第一电机11和第二电机12不进行发电,扭矩为零,第一变速器21和第二变速器22均处于空挡;针对实施例二、四、十及十二,制动扭矩完全由第三电机13承担,此时i为第二变速器22的一挡传动比,第一电机11和第二电机12不进行发电,扭矩为零,第一变速器21和第二变速器22均处于 空挡。
对于实施例三至实施例十二,由于带双变速器的电动汽车的动力系统包括离合器5,在运动模式下驱动时,离合器5为结合状态;在运动模式下制动时,离合器5为分离状态;而对于实施例一和实施例二,由于带双变速器的电动汽车的动力系统不包括离合器5,带双变速器的电动汽车的动力系统的三个电机、两个变速器及两个差速器之间处于正常连接状态。
由于本实施例提供的带双变速器的电动汽车的动力系统的控制方法包括运动模式,适用于带双变速器的电动汽车的动力系统,驱动时,三个电机均采用扭矩控制模式,保证电动汽车具有最优的加速性和最高的车速,制动时,发电需求扭矩由第一电机11或者第三电机13承担,保证了电动汽车具有较好的加速性能,制动时对于带有离合器5的动力系统,离合器5处于分离状态,离合器5的分离能够减少电机的拖滞损失,提高电动汽车的经济性,从而延长电动汽车的续航里程。
极致模式的驱动方式与运动模式的驱动方式相同。极致模式主要是保证电动车辆具有最优的加速性能和最高的车速,上述极致模式的驱动方式能够使电动车辆实现最优的加速性能和达到最高的车速。
在极致模式下驱动时,第一电机11、第二电机12及第三电机13均采用扭矩控制模式且输出的扭矩的大小由加速踏板的开度确定;变速器在所述电机的转速低于或等于预设转速时处于第一挡位,变速器在所述电机的转速高于所述预设转速时处于第二挡位;第一电机11、第二电机12或第三电机13的需求扭矩T Mdmd为:
Figure PCTCN2022104079-appb-000011
其中,当计算第一电机11的需求扭矩T M1dmd时,α取2;当计算第二电机12的需求扭矩T M2dmd或第三电机13的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为所述电机的输出端与所述差速器的输入端之间的传动比, η为从所述电机到车轮的机械传递效率。在极致模式下制动时,制动扭矩由第一电机11提供,第二电机12和第三电机13不工作,第一电机11的发电需求扭矩T M1brake为:
Figure PCTCN2022104079-appb-000012
其中,T brake为车轮的需求制动扭矩,i 1为第一电机11的输出端与第一差速器31的输入端之间的传动比,η 1为从第一电机11到前车轮200的机械传递效率。
对于实施例三至实施例十二,由于带双变速器的电动汽车的动力系统包括离合器5,在极致模式下驱动时,离合器5为结合状态;在极致模式下制动时,离合器5为仍维持在结合状态;而对于实施例一和实施例二,由于带双变速器的电动汽车的动力系统不包括离合器5,带双变速器的电动汽车的动力系统的三个电机、两个变速器及两个差速器之间处于正常连接状态。
在经济模式下驱动时,第二电机12不工作,变速器处于空挡状态,第一电机11或第三电机13工作,第一电机11或第三电机13的需求扭矩T Mdmd为:
Figure PCTCN2022104079-appb-000013
其中,T drive为车轮的需求驱动扭矩,i为第一电机11的输出端与第一差速器31的输入端之间的传动比或第三电机13的输出端与第二差速器32的输入端之间的传动比,η为从第一电机11到前车轮200的机械传递效率或者从第三电机13到后车轮400的机械传递效率。
在经济模式下制动时,制动扭矩由第一电机11或第三电机13提供,第一电机11或第三电机13的发电需求扭矩T Mbrake为:
Figure PCTCN2022104079-appb-000014
其中,T brake为车轮的需求制动扭矩,i为第一电机11的输出端与第一差速 器31的输入端之间的传动比或为第三电机13的输出端与第二差速器32的输入端之间的传动比,η为从第一电机11到前车轮200的机械传递效率或者从第三电机13到后车轮400的机械传递效率。
示例性地,在经济模式下制动时,针对实施例六、七及八,制动扭矩完全由第一电机11承担,此时i为第一电机11的输出端与第一差速器31的输入端之间的传动比,第二电机12和第二电机12不进行发电,扭矩为零;针对实施例一、三、五、九及十一,制动扭矩完全由第三电机13承担,此时i为减速机构4的传动比,第一电机11和第二电机12不进行发电,扭矩为零,第一变速器21和第二变速器22均处于空挡;针对实施例二、四、十及十二,制动扭矩完全由第三电机13承担,此时i为第二变速器22的一挡传动比,第一电机11和第二电机12不进行发电,扭矩为零,第一变速器21和第二变速器22均处于空挡。
对于实施例三至实施例十二,由于带双变速器的电动汽车的动力系统包括离合器5,在经济模式下驱动或者制动时,离合器5均结合状态;而对于实施例一和实施例二,由于带双变速器的电动汽车的动力系统不包括离合器5,带双变速器的电动汽车的动力系统的三个电机、两个变速器及两个差速器之间处于正常连接状态。
需要说明的是,经济模式主要是考虑经济性,驱动时通过一个电机实现,能够大幅度提高电机的使用效率,提升经济性,同时制动时也能够减少电机和传动系统的拖滞损失,而且采用一个电机制动其使用效率也较高。
在舒适模式下驱动时,第一电机11、第二电机12和第三电机13均采用扭矩控制模式且发出的扭矩的大小由加速踏板的开度确定;变速器保持在第一挡位,第一电机11、第二电机12或第三电机13的需求扭矩T Mdmd为:
Figure PCTCN2022104079-appb-000015
其中,当计算第一电机11的需求扭矩T M1dmd时,α取2;当计算第二电机12 的需求扭矩T M2dmd或第三电机13的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为电机的输出端与差速器的输入端之间的传动比,η为从电机到车轮的机械传递效率。
示例性地,当计算第三电机13的需求扭矩T M3dmd时,针对实施例一、三、五、七、九及十一,i为减速机构4的传动比,针对实施例二、四、六、八、十及十二,i为第二变速器22的一挡的传动比。
在舒适模式下制动时,制动扭矩由第一电机11提供,第二电机12和第三电机13不工作,第一电机11的发电需求扭矩T M1brake为:
Figure PCTCN2022104079-appb-000016
其中,T M1brake为车轮的需求制动扭矩,i 1为第一电机11的输出端与第一差速器31的输入端之间的传动比,η 1为从第一电机11到前车轮200的机械传递效率。
对于实施例三至实施例十二,由于带双变速器的电动汽车的动力系统包括离合器5,在舒适模式下驱动和制动时,离合器5均为结合状态;而对于实施例一和实施例二,由于带双变速器的电动汽车的动力系统不包括离合器5,带双变速器的电动汽车的动力系统的三个电机、两个变速器及两个差速器之间处于正常连接状态。
舒适模式主要考虑舒适性,在舒适模式下驱动时和制动时均让离合器5保持结合状态,同时变速器不换挡,减少了离合器5分离结合的冲击,同时减少了换挡过程中的冲击和顿挫,提升舒适性。
对于实施例一至实施例十二,带双变速器的电动汽车的动力系统的控制方法中的运动模式、极致模式、经济模式及舒适模式的切换条件如下:
若当前模式为运动模式,则能够向极致模式切换的条件为:车速小于1km/h,且车辆为停车挡或空挡,且动力电池的荷电状态大于50%;则能够向经济模式切换的条件为:车速小于5km/h,且油门踏板未踩下;则能够向舒适模式切换的 条件为:车速小于5km/h,且油门踏板未踩下。
若当前模式为极致模式,则能够向运动模式切换的条件为:车速小于5km/h,且油门踏板未踩下,且动力电池的荷电状态大于30%;则能够向经济模式切换的条件为:车速小于5km/h,且油门踏板未踩下;则能够向舒适模式切换的条件为:车速小于5km/h,且油门踏板未踩下。
若当前模式为经济模式,则能够向极致模式切换的条件为:车速小于1km/h,且车辆为停车挡或空挡,且动力电池的荷电状态大于50%;则能够向运动模式切换的条件为:车速小于5km/h,且油门踏板未踩下,且动力电池的荷电状态大于30%;则能够向舒适模式切换的条件为:车速小于5km/h,且油门踏板未踩下。
若当前模式为舒适模式,则能够向极致模式切换的条件为:车速小于1km/h,且车辆为停车挡或空挡,且动力电池的荷电状态大于50%;则能够向运动模式切换的条件为:车速小于5km/h,且油门踏板未踩下,且动力电池的荷电状态大于30%;则能够向经济模式切换的条件为:车速小于5km/h,且油门踏板未踩下。

Claims (10)

  1. 一种带双变速器的电动汽车的动力系统,包括:
    三个电机,三个所述电机分别为第一电机(11)、第二电机(12)及第三电机(13);
    两个变速器,两个所述变速器分别为第一变速器(21)和第二变速器(22),所述第一变速器(21)的输入端与所述第一电机(11)的输出端相连,所述第二变速器(22)的输入端分别与所述第二电机(12)的输出端和所述第三电机(13)的输出端相连;
    两个差速器,两个所述差速器分别为第一差速器(31)和第二差速器(32),所述第一差速器(31)的输入端与所述第一变速器(21)的输出端相连,所述第一差速器(31)的输出端与电动汽车的前轴(100)相连以带动前车轮(200)转动,所述第二差速器(32)的输入端与所述第二变速器(22)的输出端相连,所述第二差速器(32)的输出端与所述电动汽车的后轴(300)相连以带动后车轮(400)转动。
  2. 根据权利要求1所述的动力系统,其中,所述第一电机(11)和所述第二电机(12)均为永磁同步电机,所述第三电机(13)为异步电机,所述带双变速器的电动汽车的动力系统还包括减速机构(4),所述减速机构(4)设置于所述第三电机(13)的输出端,所述第二变速器(22)与所述第二电机(12)相连且所述减速机构(4)的输出端与所述第二变速器(22)的输出端同轴设置。
  3. 根据权利要求1所述的动力系统,其中,所述第一电机(11)、所述第二电机(12)及所述第三电机(13)均为永磁同步电机,所述带双变速器的电动汽车的动力系统还包括离合器(5),所述离合器(5)分别与所述第一电机(11)的输出端和所述第一变速器(21)的输入端相连,或者所述离合器(5)分别与所述第一变速器(21)的输出端和所述第一差速器(31)的输入端相连,或者所述离合器(5)分别与所述第二变速器(22)的输出端和所述第二差速器(32)的输入端相连,或者所述离合器(5)分别与所述第二电机(12)的输出端和所述第二变速器(22)的输入端相连,或者所述离合器(5)分别与所述第三电机 (13)的输出端和所述第二变速器(22)的输入端相连。
  4. 根据权利要求1所述的动力系统,其中,所述第一电机(11)、所述第二电机(12)及所述第三电机(13)均为永磁同步电机,所述带双变速器的电动汽车的动力系统还包括减速机构(4)和离合器(5),若所述减速机构(4)设置于所述第三电机(13)的输出端、所述第二变速器(22)与所述第二电机(12)相连且所述减速机构(4)的输出端与所述第二变速器(22)的输出端同轴设置,则所述离合器(5)分别与所述第二电机(12)的输出端和所述第二变速器(22)的输入端相连,或者所述离合器(5)分别与所述第三电机(13)的输出端和所述减速机构(4)的输入端相连,或者所述离合器(5)分别与所述第一电机(11)的输出端和所述第一变速器(21)的输入端相连,或者所述离合器(5)分别与所述第一变速器(21)的输出端和所述第一差速器(31)的输入端相连,或者所述离合器(5)分别与所述减速机构(4)和所述第二变速器(22)相连。
  5. 根据权利要求1所述的动力系统,其中,所述第一电机(11)和所述第二电机(12)均为永磁同步电机,所述第三电机(13)为异步电机。
  6. 一种适用于权利要求1至5任一项所述的带双变速器的电动汽车的动力系统的控制方法,包括运动模式,在所述运动模式下驱动时,所述第一电机(11)、所述第二电机(12)和所述第三电机(13)均采用扭矩控制模式且发出的扭矩的大小由加速踏板的开度确定;所述变速器在所述电机的转速低于或等于预设转速时处于第一挡位,所述变速器在所述电机的转速高于所述预设转速时处于第二挡位,所述第一电机(11)、所述第二电机(12)或所述第三电机(13)的需求扭矩T Mdmd为:
    Figure PCTCN2022104079-appb-100001
    其中,当计算所述第一电机(11)的需求扭矩T M1dmd时,α取2;当计算所述第二电机(12)的需求扭矩T M2dmd或所述第三电机(13)的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为所述电机的输出端与所述差速器 的输入端之间的传动比,η为从所述电机到车轮的机械传递效率;
    在所述运动模式下制动时,制动扭矩由所述第一电机(11)或所述第三电机(13)提供,所述第一电机(11)或所述第三电机(13)的发电需求扭矩T Mbrake为:
    Figure PCTCN2022104079-appb-100002
    其中,T brake为车轮的需求制动扭矩,i为所述第一电机(11)的输出端与所述第一差速器(31)的输入端之间的传动比或所述第三电机(13)的输出端与所述第二差速器(32)的输入端之间的传动比,η为从所述第一电机(11)到所述前车轮(200)的机械传递效率或者从所述第三电机(13)到所述后车轮(400)的机械传递效率。
  7. 根据权利要求6所述的控制方法,还包括极致模式,在所述极致模式下驱动时,所述第一电机(11)、所述第二电机(12)及所述第三电机(13)均采用扭矩控制模式且输出的扭矩的大小由加速踏板的开度确定;所述变速器在所述电机的转速低于或等于预设转速时处于第一挡位,所述变速器在所述电机的转速高于所述预设转速时处于第二挡位;所述第一电机(11)、所述第二电机(12)或所述第三电机(13)的需求扭矩T Mdmd为:
    Figure PCTCN2022104079-appb-100003
    其中,当计算所述第一电机(11)的需求扭矩T M1dmd时,α取2;当计算所述第二电机(12)的需求扭矩T M2dmd或所述第三电机(13)的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为所述电机的输出端与所述差速器的输入端之间的传动比,η为从所述电机到车轮的机械传递效率;
    在所述极致模式下制动时,制动扭矩由所述第一电机(11)提供,所述第二电机(12)和所述第三电机(13)不工作,所述第一电机(11)的发电需求扭矩T M1brake为:
    Figure PCTCN2022104079-appb-100004
    其中,T brake为车轮的需求制动扭矩,i 1为所述第一电机(11)的输出端与所述第一差速器(31)的输入端之间的传动比,η 1为从所述第一电机(11)到所述前车轮(200)的机械传递效率。
  8. 根据权利要求7所述的控制方法,还包括经济模式,在所述经济模式下驱动时,所述第二电机(12)不工作,所述变速器处于空挡状态,所述第一电机(11)或所述第三电机(13)工作,所述第一电机(11)或所述第三电机(13)的需求扭矩T Mdmd为:
    Figure PCTCN2022104079-appb-100005
    其中,T drive为车轮的需求驱动扭矩,i为所述第一电机(11)的输出端与所述第一差速器(31)的输入端之间的传动比或所述第三电机(13)的输出端与所述第二差速器(32)的输入端之间的传动比,η为从所述第一电机(11)到所述前车轮(200)的机械传递效率或者从所述第三电机(13)到所述后车轮(400)的机械传递效率;
    在所述经济模式下制动时,制动扭矩由所述第一电机(11)或所述第三电机(13)提供,所述第一电机(11)或所述第三电机(13)的发电需求扭矩T Mbrake为:
    Figure PCTCN2022104079-appb-100006
    其中,T brake为车轮的需求制动扭矩,i为所述第一电机(11)的输出端与所述第一差速器(31)的输入端之间的传动比或为所述第三电机(13)的输出端与所述第二差速器(32)的输入端之间的传动比,η为从所述第一电机(11)到所述前车轮(200)的机械传递效率或者从所述第三电机(13)到所述后车轮(400)的机械传递效率。
  9. 根据权利要求8所述的控制方法,还包括舒适模式,在所述舒适模式下驱动时,所述第一电机(11)、所述第二电机(12)和所述第三电机(13)均采用扭矩控制模式且发出的扭矩的大小由加速踏板的开度确定;所述变速器保持在所述第一挡位,所述第一电机(11)、所述第二电机(12)或所述第三电机(13)的需求扭矩T Mdmd为:
    Figure PCTCN2022104079-appb-100007
    其中,当计算所述第一电机(11)的需求扭矩T M1dmd时,α取2;当计算所述第二电机(12)的需求扭矩T M2dmd或所述第三电机(13)的需求扭矩T M3dmd时,α取4;T drive为车轮的需求驱动扭矩,i为所述电机的输出端与所述差速器的输入端之间的传动比,η为从所述电机到车轮的机械传递效率;
    在所述舒适模式下制动时,制动扭矩由所述第一电机(11)提供,所述第二电机(12)和所述第三电机(13)不工作,所述第一电机(11)的发电需求扭矩T M1brake为:
    Figure PCTCN2022104079-appb-100008
    其中,T M1brake为车轮的需求制动扭矩,i 1为所述第一电机(11)的输出端与所述第一差速器(31)的输入端之间的传动比,η 1为从所述第一电机(11)到所述前车轮(200)的机械传递效率。
  10. 根据权利要求9所述的控制方法,其中,所述电动汽车的制动系统包括离合器(5),所述离合器(5)在所述运动模式下驱动、所述极致模式下、所述舒适模式下时均处于结合状态,所述离合器(5)在所述运动模式下制动及所述经济模式下时均处于分离状态。
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