Double-motor electric drive axle control method

Abstract

The invention provides a double-motor electric drive axle control method, the control method is applied to a double-motor electric drive axle system, and the electric drive axle system comprises at least two driving gears which are respectively arranged on output shafts of a first motor and a second motor; the driven shaft is arranged on one side of the output shaft of the first motor and the output shaft of the second motor and is parallel to the output shaft of the first motor and the output shaft of the second motor, and at least two first transmission parts connected with the at least two driving gears respectively are arranged on the driven shaft; the combination sleeve assembly is movably arranged on the driven shaft; the second transmission component is arranged on the driven shaft, the output end of the second transmission component is sequentially connected with a main speed reducer and a differential mechanism, the output end of the differential mechanism is connected with wheels, and the transmission is controlled to be switched among different gears through the combination sleeve assembly so as to drive the wheels to rotate; the problem that in the prior art, when a single-motor system works under complex and changeable working conditions, the conversion efficiency is low is solved.

Description

Technical Field

[0001] The present invention relates to the field of automobile technology, and in particular to a dual-motor electric drive bridge control method. Background Art

[0002] As global environmental problems become increasingly severe and the energy crisis deepens, the automotive industry is undergoing a transformation from traditional fuel vehicles to new energy vehicles. New energy vehicles, especially electric vehicles, have become a new trend in the development of the automotive industry due to their zero emissions, low noise, and high energy efficiency. In the field of commercial vehicles, electrification is also an important direction, but since commercial vehicles usually carry heavy objects, their requirements for the power system are more stringent, not only to ensure sufficient power output, but also to take into account economy and practicality.

[0003] At present, most new energy commercial vehicles use a single-motor drive system. This system has a simple structure and is easy to control, but it has some limitations in actual working conditions. The conversion efficiency between low-speed high torque and high-speed low torque of the single-motor system is not high. Especially in complex and changeable working conditions, such as urban congestion and mountain road climbing, the working point of the motor often deviates from its efficient operating range, resulting in increased energy consumption and reduced economy. In addition, the flexibility and adaptability of the power output of the single-motor system are also limited when responding to sudden power demands, such as emergency acceleration or steep slopes. Summary of the invention

[0004] The main purpose of the present invention is to provide a dual-motor electric drive bridge control method to solve the problem of low conversion efficiency that occurs when a single-motor system in the prior art works under complex and changeable working conditions.

[0005] In order to achieve the above object, according to one aspect of the present invention, a dual-motor electric drive bridge control method is provided, and the control method is applied to a dual-motor electric drive bridge system, and the dual-motor electric drive bridge system includes:

[0006] The first motor and the second motor, the dual-motor electric drive axle system also includes:

[0007] At least two driving gears are respectively arranged on the output shafts of the first motor and the second motor;

[0008] A driven shaft is arranged on one side of the output shafts of the first motor and the second motor and is arranged parallel to the output shafts of the first motor and the second motor, and the driven shaft is provided with at least two first transmission components respectively connected to at least two driving gears;

[0009] A combination sleeve assembly is movably disposed on the driven shaft to be connected to at least one of the at least two driving gears through at least two first transmission components to switch between different gear positions;

[0010] A second transmission component is provided on the driven shaft, the output end of the second transmission component is connected to the main reducer and the differential in sequence, the output end of the differential is connected to the wheels, so as to control the switching of the transmission between different gears through the combination set assembly to drive the wheels to rotate;

[0011] The dual-motor electric drive axle control method includes obtaining the output torque of the driven shaft of the vehicle and the required torque of the vehicle in a predetermined operation stage during the driving of the vehicle; the required torque is the torque of the first motor and the second motor in the predetermined operation stage;

[0012] The ratio of the output torque to the required torque is defined as a torque distribution coefficient, and the torque distribution coefficient is divided into a plurality of torque points at set intervals, and the energy consumption corresponding to the first motor and the second motor at each torque point when they are in different gears is calculated respectively;

[0013] Combine multiple energy consumptions according to a set combination order, and select the combination with the lowest energy consumption in the set combination order;

[0014] Controlling vehicle operation with vehicle operation parameters corresponding to the combination with the lowest energy consumption;

[0015] Among them, the vehicle operating parameters include the gear position of the transmission when the first motor drive coupling assembly is selectively engaged with one of the at least two driving gears, the gear position of the transmission when the second motor drive coupling assembly is selectively engaged with one of the at least two driving gears, and the torque distribution coefficient; the combination sequence is set to the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the third gear, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the fourth gear, the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the third gear, and the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the fourth gear.

[0016] Further, the dual-motor electric drive axle system further includes: a first output shaft, the first output shaft is arranged at the driving end of the first motor, and at least two driving gears include a first-gear driving gear and a second-gear driving gear arranged on the first output shaft;

[0017] The first transmission component includes a first meshing tooth transmission-connected to the first gear driving gear and a second meshing tooth transmission-connected to the second gear driving gear;

[0018] The coupling sleeve assembly includes a first coupling sleeve arranged between the first meshing teeth and the second meshing teeth, so that when the first coupling sleeve is meshed with the first meshing teeth, the transmission is in the first gear state, and when the first coupling sleeve is meshed with the second meshing teeth, the transmission is in the second gear state.

[0019] Further, the dual-motor electric drive axle system further includes: a second output shaft, disposed at the driving end of the second motor, and at least two driving gears including a third-speed driving gear and a fourth-speed driving gear disposed on the second output shaft;

[0020] The first transmission component includes a third meshing tooth transmission-connected to the third gear driving gear and a fourth meshing tooth transmission-connected to the fourth gear driving gear;

[0021] The coupling sleeve assembly includes a second coupling sleeve arranged between the third meshing teeth and the fourth meshing teeth; when the second coupling sleeve is meshed with the third meshing teeth, the transmission is in the third gear state, and when the second coupling sleeve is meshed with the fourth meshing teeth, the transmission is in the fourth gear state.

[0022] Furthermore, the second transmission component is a reducer gear disposed on the driven shaft, and the reducer gear is connected to the main reducer to drive the wheels to rotate through the differential.

[0023] Furthermore, the steps of dividing the torque distribution coefficient into a plurality of torque points at set intervals and respectively calculating the energy consumption of the first motor and the second motor when each torque point is in a different gear position include:

[0024] During the driving of the vehicle, a required vehicle speed and a first characteristic parameter of the vehicle are obtained, wherein the first characteristic parameter includes a speed ratio of a main reducer of the vehicle, a transmission ratio when the transmission is in first gear, a transmission ratio when the transmission is in second gear, a transmission ratio when the transmission is in third gear, a transmission ratio when the transmission is in fourth gear, and a wheel radius;

[0025] According to the required vehicle speed and the first characteristic parameter, the speed of the gear position of the transmission when the first motor drives the first coupling sleeve to selectively mesh with one of the first meshing teeth and the second meshing teeth, and the speed of the gear position of the transmission when the second motor drives the second coupling sleeve to selectively mesh with one of the third meshing teeth and the fourth meshing teeth are calculated;

[0026] Calculating first torques corresponding to the first motor and the second motor respectively when each torque point is in different gears;

[0027] According to the first torque and the rotation speed of the first motor or the second motor corresponding to the gear position where the first torque is located, the energy consumption corresponding to the first motor and the second motor when they are in different gear positions at various torque points is obtained.

[0028] Further, the step of combining multiple energy consumptions according to a set combination sequence and selecting a combination with the smallest energy consumption in the set combination sequence includes:

[0029] Traversing the preset energy consumption table, according to the corresponding relationship between each torque point and the energy consumption, determining the first energy consumption of the first motor when the transmission is in the first gear, the second energy consumption of the first motor when the transmission is in the second gear, the third energy consumption of the second motor when the transmission is in the third gear, and the fourth energy consumption of the second motor when the transmission is in the fourth gear corresponding to the first torque point;

[0030] Repeat the step of traversing the preset energy consumption table for a set number of times to determine the combination with the lowest energy consumption among all the total energy consumptions obtained by combining each torque point according to the set combination order;

[0031] Among them, the preset energy consumption table includes multiple torque points, and for each torque point, the first energy consumption of the first motor when the transmission is in first gear, the second energy consumption of the first motor when the transmission is in second gear, the third energy consumption of the second motor when the transmission is in third gear, and the fourth energy consumption of the second motor when the transmission is in fourth gear.

[0032] Furthermore, the step of obtaining the required torque of the vehicle includes:

[0033] Acquiring a second characteristic parameter of the vehicle, the second characteristic parameter including a required power of the vehicle, a rotation speed of a driven shaft, a transmission efficiency of a main reducer, a radius of a wheel, and a required speed of the vehicle;

[0034] Substitute the second characteristic parameter into the first formula to calculate the required torque;

[0035] Among them, the first formula is:

[0036] ;

[0037] Where: represents the required torque;

[0038] represents the required power;

[0039] represents the transmission efficiency of the main reducer;

[0040] represents the rotational speed of the driven shaft, , represents the required vehicle speed, represents the final reducer speed ratio, and r represents the wheel radius.

[0041] Furthermore, according to the required vehicle speed and the first characteristic parameter, a first calculation formula for calculating the speeds of the first motor and the second motor corresponding to different gears of the vehicle transmission includes:

[0042] The formula for calculating the speed of the first motor corresponding to the first torque point of the transmission in the first gear is:

[0043] ;

[0044] Where: represents the speed of the first motor, Represents the transmission ratio when the transmission is in first gear. represents the speed ratio of the main reducer, r represents the wheel radius, represents the required vehicle speed; and / or,

[0045] The formula for calculating the speed of the first motor corresponding to the first torque point of the transmission in the second gear is:

[0046] ;

[0047] Where: represents the speed of the first motor, Represents the transmission ratio when the transmission is in second gear. represents the speed ratio of the main reducer, r represents the wheel radius, represents the required vehicle speed; and / or,

[0048] The formula for calculating the speed of the second motor corresponding to the transmission in the third gear at the first torque point is:

[0049] ;

[0050] Where: represents the speed of the second motor, Represents the transmission ratio when the transmission is in third gear. represents the speed ratio of the main reducer, r represents the wheel radius, represents the required vehicle speed; and / or,

[0051] The formula for calculating the speed of the second motor corresponding to the first torque point of the transmission in the fourth gear is:

[0052] ;

[0053] Where: represents the speed of the second motor, Represents the transmission ratio when the transmission is in fourth gear. represents the speed ratio of the main reducer, r represents the wheel radius, represents the required vehicle speed;

[0054] The speed of the first motor or the second motor when the transmission is in different gears corresponding to each torque point is calculated according to the first calculation formula, and the speed corresponding to the first motor and the second motor of the vehicle when the transmission is in different gears at all torque points is obtained.

[0055] Furthermore, a second calculation formula for calculating the first torque of the first motor and the second motor corresponding to the transmission being in different gears at each torque point includes:

[0056] The formula for calculating the first required torque of the first motor when the transmission is in first gear at the first torque point is:

[0057] ;

[0058] Where: represents the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in first gear; and / or,

[0059] The formula for calculating the first required torque of the first motor when the transmission is in the second gear at the first torque point is:

[0060] ;

[0061] Where: represents the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in second gear; and / or,

[0062] The formula for calculating the first required torque of the second electric machine when the transmission is in the third gear at the first torque point is:

[0063] ;

[0064] Where: represents the first required torque of the second motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in third gear; and / or,

[0065] The formula for calculating the first required torque of the second electric machine when the transmission is in the fourth gear at the first torque point is:

[0066] and / or,

[0067] Where: represents the first required torque of the second motor, represents the torque value of the first torque point, Represents the transmission ratio when the transmission is in fourth gear. represents the required torque;

[0068] The rotational speeds of the first motor and the second motor when the transmission is in different gears corresponding to each torque point are calculated according to the second calculation formula to obtain the first required torque corresponding to the first motor and the second motor when the transmission is in different gears at all torque points.

[0069] Furthermore, according to the first torque and the speed corresponding to the gear position where the first torque is located, a third calculation formula for obtaining the energy consumption corresponding to the first motor and the second motor when each torque point is in different gear positions includes:

[0070] ;

[0071] Where: Represents the first energy consumption of the transmission when it is in first gear at the first torque point, represents the first required torque of the first motor, Represents the transmission ratio when the transmission is in first gear. represents the speed of the first motor, represents the simulation step size; and / or,

[0072] ;

[0073] Where: Represents the first energy consumption of the transmission when it is in second gear at the first torque point, Represents the transmission ratio when the transmission is in second gear. represents the simulation step size; and / or,

[0074] ;

[0075] Where: Represents the first energy consumption of the transmission when it is in third gear at the first torque point, Represents the transmission ratio when the transmission is in third gear. represents the speed of the second motor, represents the first required torque of the second motor, represents the efficiency of the second motor, represents the simulation step size; and / or,

[0076] ;

[0077] Where: Represents the first energy consumption of the transmission when it is in fourth gear at the first torque point, Represents the transmission ratio when the transmission is in fourth gear. Represents the simulation step size.

[0078] By applying the technical solution of the present invention, the structure of the present invention allows the first motor and the second motor to switch between eight different modes, which greatly improves the adaptability and flexibility of the vehicle under different driving conditions. Combined with the dynamic adjustment of the set components, it can optimize the energy distribution of the two motors in real time according to driving needs, reduce the overall energy consumption of the system, and improve energy utilization efficiency; the dual-motor system can provide sufficient torque and power by reasonably matching the transmission ratios of different gears to meet the power requirements of the vehicle under various driving conditions.

[0079] The architecture of the present application eliminates the traditional clutch and adopts a combination sleeve assembly for gear switching, thereby achieving a compact and integrated structure, reducing the system volume and weight, and facilitating vehicle performance improvement and cost control.

[0080] By combining the precise control of the set components, intelligent gear switching is achieved, the system's response speed and control accuracy are improved, and the vehicle's driving experience and safety are further enhanced.

[0081] In summary, the dual-motor electric drive axle system of the present application not only improves the energy efficiency and power performance of new energy commercial vehicles, but also realizes compact structure and intelligent control, which is of great significance for promoting the development and application of new energy vehicle technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0082] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0083] Figure 1 The architecture diagram of the dual-motor electric drive axle system of an embodiment of the present application is shown.

[0084] The above drawings include the following reference numerals:

[0085] 1. First motor; 2. Second motor; 3. Driven shaft; 4. Second transmission component; 5. Main reducer; 6. Differential; 7. Wheel; 8. First output shaft; 9. First gear driving gear; 10. Second gear driving gear; 11. First meshing tooth; 12. Second meshing tooth; 13. First coupling sleeve; 14. Second output shaft; 15. Third gear driving gear; 16. Fourth gear driving gear; 17. Third meshing tooth; 18. Fourth meshing tooth; 19. Second coupling sleeve. DETAILED DESCRIPTION

[0086] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0087] The purpose of this application is to provide a dual-motor electric drive bridge control method for the above problems. The control method is applied to a dual-motor electric drive bridge control system. The dual-motor electric drive bridge system provided in this application includes a first motor 1 and a second motor 2. The dual-motor electric drive bridge system also includes:

[0088] At least two driving gears are respectively arranged on the output shafts of the first motor 1 and the second motor 2; a driven shaft 3 is arranged on one side of the output shafts of the first motor 1 and the second motor 2 and is arranged parallel to the output shafts of the first motor 1 and the second motor 2, and the driven shaft 3 is provided with at least two first transmission components respectively connected to the at least two driving gears;

[0089] A combination sleeve assembly is movably disposed on the driven shaft 3 to be connected to at least one of the at least two driving gears through at least two first transmission components to switch between different gear positions;

[0090] The second transmission component 4 is arranged on the driven shaft 3. The output end of the second transmission component 4 is connected to the main reducer 5 and the differential 6 in sequence. The output end of the differential 6 is connected to the wheel 7, so as to control the switching of the transmission between different gears through the combination set assembly to drive the wheel 7 to rotate.

[0091] Furthermore, the dual-motor electric drive axle system further includes: a first output shaft 8, the first output shaft 8 is arranged at the driving end of the first motor 1, and at least two driving gears include a first-gear driving gear 9 and a second-gear driving gear 10 arranged on the first output shaft 8;

[0092] The first transmission component includes a first meshing tooth 11 which is transmission-connected to the first-gear driving gear 9 and a second meshing tooth 12 which is transmission-connected to the second-gear driving gear 10;

[0093] The coupling sleeve assembly includes a first coupling sleeve 13 disposed between the first meshing teeth 11 and the second meshing teeth 12, so that when the first coupling sleeve 13 meshes with the first meshing teeth 11, the transmission is in the first gear state, and when the first coupling sleeve 13 meshes with the second meshing teeth 12, the transmission is in the second gear state.

[0094] Furthermore, the dual-motor electric drive axle system further includes: a second output shaft 14, which is disposed at the driving end of the second motor 2, and at least two driving gears including a third-speed driving gear 15 and a fourth-speed driving gear 16 disposed on the second output shaft 14;

[0095] The first transmission component includes a third meshing tooth 17 which is transmission-connected to the third gear driving gear 15 and a fourth meshing tooth 18 which is transmission-connected to the fourth gear driving gear 16;

[0096] The coupling sleeve assembly includes a second coupling sleeve 19 disposed between the third meshing teeth 17 and the fourth meshing teeth 18; when the second coupling sleeve 19 meshes with the third meshing teeth 17, the transmission is in the third gear state; when the second coupling sleeve 19 meshes with the fourth meshing teeth 18, the transmission is in the fourth gear state.

[0097] Furthermore, the second transmission component 4 is a reducer gear disposed on the driven shaft 3 , and the reducer gear is connected to the main reducer 5 to drive the wheels 7 to rotate through the differential 6 .

[0098] Specifically, Figure 1 As shown, the dual-motor electric drive axle system provided in this embodiment includes a first motor 1 and a second motor 2, the output shaft of the first motor 1 is connected to a first output shaft 8, and a first-speed driving gear 9 and a second-speed driving gear 10 are arranged on the first output shaft 8, the output shaft of the second motor 2 is connected to a second output shaft 14, and a third-speed driving gear 15 and a fourth-speed driving gear 16 are arranged on the second output shaft 14, the first-speed driving gear 9 is meshedly connected with a first meshing tooth 11, and the first meshing tooth 11 is arranged on the driven shaft 3, the second-speed driving gear 10 is meshedly connected with a second meshing tooth 12, and the second meshing tooth 12 is arranged on the driven shaft 3, Figure 1 In the embodiment, the second meshing teeth 12 are located on the right side of the first meshing teeth 11, the first coupling sleeve 13 is located between the first meshing teeth 11 and the second meshing teeth 12, and can be selectively connected to any one of the first meshing teeth 11 and the second meshing teeth 12. When connected to the first meshing teeth 11, the transmission is in the first gear, and when connected to the second meshing teeth 12, the transmission is in the second gear. A third meshing tooth 17 and a fourth meshing tooth 18 are also provided on the driven shaft 3. The second coupling sleeve 19 is located between the third meshing teeth 17 and the fourth meshing teeth 18. When the second coupling sleeve 19 is connected to the third meshing teeth 17, the transmission is in the third gear, and when the second coupling sleeve 19 is connected to the fourth meshing teeth 18, the transmission is in the fourth gear. A second transmission component 4 is provided between the second meshing teeth 12 and the third meshing teeth 17. The second transmission component 4 is connected to a main reducer 5, the main reducer 5 is connected to a differential 6, and the differential 6 is connected to a wheel 7 to drive the wheel 7 to rotate;

[0099] The first motor 1 and the second motor 2 are respectively used as power sources, and are connected to the first transmission component on the driven shaft 3 through the driving gears on their respective output shafts to achieve power transmission.

[0100] The driven shaft 3 is arranged in parallel with the output shafts of the first motor 1 and the second motor 2, and serves as a power integration shaft of the dual-motor system. It is connected to the driving gear through at least two first transmission components to achieve power distribution. The coupling sleeve assembly includes a first coupling sleeve 13 and a second coupling sleeve 19, which are respectively arranged on the driven shaft 3, and the transmission is switched between different gears by engaging with different meshing teeth.

[0101] The second transmission component 4, the main reducer 5, the differential 6 and the wheels 7 form a power transmission link, which is responsible for transmitting the power on the driven shaft 3 to the wheels 7 to realize the driving of the vehicle.

[0102] The first output shaft 8 is connected to the driving end of the first motor 1, carrying the first gear driving gear 9 and the second gear driving gear 10, the first meshing teeth 11 and the second meshing teeth 12 are respectively connected to the first gear driving gear 9 and the second gear driving gear 10, and the switching between the first gear and the second gear is realized by switching the first coupling sleeve 13.

[0103] The second output shaft 14 is connected to the driving end of the second motor 2, carrying the third gear driving gear 15 and the fourth gear driving gear 16. The third meshing teeth 17 and the fourth meshing teeth 18 are respectively connected to the third gear driving gear 15 and the fourth gear driving gear 16. The switching of the second coupling sleeve 19 is realized. The second transmission component 4 is a reducer gear in this embodiment, which is arranged on the driven shaft 3 and connected to the main reducer 5. The power is distributed to the wheels 7 through the differential 6 to realize the driving of the vehicle.

[0104] The structure of the present invention allows the first motor 1 and the second motor 2 to switch between eight different modes, greatly improving the adaptability and flexibility of the vehicle under different driving conditions. Combined with the dynamic adjustment of the set components, it can optimize the energy distribution of the two motors in real time according to driving needs, reduce the overall energy consumption of the system, and improve energy utilization efficiency; the dual-motor system can provide sufficient torque and power by reasonably matching the transmission ratios of different gears to meet the power requirements of the vehicle under various driving conditions.

[0105] The architecture of the present application eliminates the traditional clutch and adopts a combination sleeve assembly for gear switching, thereby achieving a compact and integrated structure, reducing the system volume and weight, and facilitating vehicle performance improvement and cost control.

[0106] By combining the precise control of the set components, intelligent gear switching is achieved, the system's response speed and control accuracy are improved, and the vehicle's driving experience and safety are further enhanced.

[0107] In summary, the dual-motor electric drive axle system of the present application not only improves the energy efficiency and power performance of new energy commercial vehicles, but also realizes compact structure and intelligent control, which is of great significance for promoting the development and application of new energy vehicle technology.

[0108] The dual-motor electric drive axle control method provided in the present application includes: during the driving of the vehicle, obtaining the output torque of the driven shaft of the vehicle and the required torque of the vehicle in a predetermined operating stage; the required torque is the torque of the first motor and the second motor in the predetermined operating stage;

[0109] The predetermined operation stage of the vehicle is the torque required for the vehicle to travel to the next operation stage, and the step of obtaining the required torque of the predetermined operation stage of the vehicle includes:

[0110] Acquiring a second characteristic parameter of the vehicle, the second characteristic parameter including a required power of the vehicle, a rotation speed of a driven shaft, a transmission efficiency of a main reducer, a radius of a wheel, and a required speed of the vehicle;

[0111] Substitute the second characteristic parameter into the first formula to calculate the required torque;

[0112] Among them, the first formula is:

[0113] ;

[0114] Where: represents the required torque;

[0115] represents the required power;

[0116] represents the transmission efficiency of the main reducer;

[0117] represents the rotational speed of the driven shaft, , represents the required vehicle speed, represents the final reducer speed ratio, and r represents the wheel radius.

[0118] The dual-motor system can provide a wider power output range. Through the coordinated work of the first motor 1 and the second motor 2, it can meet the power requirements of the vehicle under complex working conditions, such as high-speed driving and climbing. By calculating and selecting the optimal energy consumption in real time, energy waste is reduced and the overall energy efficiency of the vehicle is improved. The motor works in the efficient operating range, which reduces energy consumption and improves economy. The dual-motor system has eight working modes, which can flexibly adapt to different driving conditions and improve the adaptability of the vehicle to working conditions.

[0119] By adopting this control method, the maximum speed requirement and peak power of the motor can be reduced, and a smaller motor can be selected, thereby reducing the purchase cost and use cost of the motor; the clutch can be eliminated, the loss in the energy transmission process can be reduced, and the overall efficiency of the system can be increased;

[0120] In summary, the dual-motor electric drive axle control method of the present invention not only improves the driving performance of new energy commercial vehicles, but also effectively reduces energy consumption, enhances the economy and practicality of the system, and is of great significance to promoting the electrification process of new energy commercial vehicles.

[0121] The ratio of the output torque to the required torque is defined as a torque distribution coefficient, and the torque distribution coefficient is divided into a plurality of torque points at set intervals, and the energy consumption corresponding to the first motor and the second motor at each torque point when they are in different gears is calculated respectively;

[0122] The steps of dividing the torque distribution coefficient into a plurality of torque points at set intervals and respectively calculating the energy consumption of the first motor and the second motor when each torque point is in a different gear position include:

[0123] During the driving of the vehicle, a required vehicle speed and a first characteristic parameter of the vehicle are obtained, wherein the first characteristic parameter includes a speed ratio of a main reducer of the vehicle, a transmission ratio when the transmission is in first gear, a transmission ratio when the transmission is in second gear, a transmission ratio when the transmission is in third gear, a transmission ratio when the transmission is in fourth gear, and a wheel radius;

[0124] According to the required vehicle speed and the first characteristic parameter, the speed of the gear position of the transmission when the first motor drives the first coupling sleeve to selectively mesh with one of the first meshing teeth and the second meshing teeth, and the speed of the gear position of the transmission when the second motor drives the second coupling sleeve to selectively mesh with one of the third meshing teeth and the fourth meshing teeth are calculated;

[0125] Specifically, the first calculation formula for calculating the rotation speed includes:

[0126] The formula for calculating the speed of the first motor corresponding to the first torque point of the transmission in the first gear is:

[0127] ;

[0128] Where: represents the speed of the first motor, represents the gear ratio when the transmission is in first gear; and / or,

[0129] The formula for calculating the speed of the first motor corresponding to the first torque point of the transmission in the second gear is:

[0130] ;

[0131] Where: represents the speed of the first motor, represents the gear ratio when the transmission is in second gear; and / or,

[0132] The formula for calculating the speed of the second motor corresponding to the transmission in the third gear at the first torque point is:

[0133] ;

[0134] Where: represents the speed of the second motor, represents the gear ratio when the transmission is in third gear; and / or,

[0135] The formula for calculating the speed of the second motor corresponding to the first torque point of the transmission in the fourth gear is:

[0136] ;

[0137] Where: represents the speed of the second motor, Represents the gear ratio when the transmission is in fourth gear;

[0138] The speed of the first motor or the second motor when the transmission is in different gears corresponding to each torque point is calculated according to the first calculation formula, and the speed corresponding to the first motor and the second motor of the vehicle when the transmission is in different gears at all torque points is obtained.

[0139] The ratio of the output torque to the required torque is defined as the torque distribution coefficient, and it is divided into multiple torque points with set intervals, for example, discretized from 0 to 1 with a step size of 0.01 to obtain 100 discrete values. This step allows the controller to evaluate the system performance under different torque distribution strategies.

[0140] During the driving process of the vehicle, the required vehicle speed and the first characteristic parameter are obtained in real time, including the speed ratio of the main reducer and the transmission ratio of the transmission in different gears (first gear, second gear, third gear, and fourth gear). At the same time, the wheel radius is also a necessary parameter.

[0141] According to the required vehicle speed and the first characteristic parameter, the first calculation formula is used to calculate the rotational speed of the transmission when the first motor and the second motor are in different gears at various torque points.

[0142] For each set value of the torque distribution coefficient, based on the calculated motor speed and required torque, the first torque (i.e., output torque) corresponding to the first motor and the second motor when they are in different gears at each torque point is calculated, and then the energy consumption of the two motors at each set torque point and gear combination is calculated.

[0143] Compare the energy consumption under all torque points and gear combinations, and select the combination with the lowest energy consumption, including the determined torque distribution coefficient, the gear of the motor and the output torque.

[0144] The selected lowest energy consumption combination is output to the vehicle controller to guide the real-time control of the first motor and the second motor, including gear switching and torque output, so that the entire electric drive axle system maintains optimal energy efficiency during actual driving.

[0145] The present invention can significantly reduce energy consumption and improve the economy and endurance of new energy commercial vehicles by real-time calculation and selection of the torque distribution and gear combination with the lowest energy consumption; the controller can quickly adjust the motor working mode and torque distribution for different driving conditions to improve the dynamic response and adaptability of the system; the motor works in the high-efficiency operating range, which reduces energy consumption, and also reduces the heat load and wear of the motor, thereby extending the service life of the motor; the implementation of the entire control method does not rely on complex hardware structure, but can be achieved through software algorithms, thereby simplifying the operation and maintenance of the electric drive axle system.

[0146] In summary, the dual-motor electric drive axle control method of the present invention not only improves the driving performance and economy of new energy commercial vehicles, but also simplifies the system structure and reduces the use and maintenance costs.

[0147] The formula for calculating the first required torque of the first motor when the transmission is in the first gear at the first torque point is:

[0148] ;

[0149] Where: represents the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in first gear; and / or,

[0150] The formula for calculating the first required torque of the first motor when the transmission is in the second gear at the first torque point is:

[0151] ;

[0152] Where: represents the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in second gear; and / or,

[0153] The formula for calculating the first required torque of the second motor when the transmission is in the third gear at the first torque point is:

[0154] ;

[0155] Where: represents the first required torque of the second motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in third gear; and / or,

[0156] The formula for calculating the first required torque of the second motor when the transmission is in the fourth gear at the first torque point is:

[0157] and / or,

[0158] Where: represents the first required torque of the second motor, represents the torque value of the first torque point, Represents the transmission ratio when the transmission is in fourth gear. represents the required torque;

[0159] The rotational speeds of the first motor and the second motor when the transmission is in different gears corresponding to each torque point are calculated according to the second calculation formula to obtain the first required torque corresponding to the first motor and the second motor when the transmission is in different gears at all torque points.

[0160] According to the first torque and the speed of the first motor or the second motor corresponding to the gear position of the first torque, a third calculation formula for obtaining the energy consumption corresponding to the first motor and the second motor at different gear positions at each torque point is:

[0161] ;

[0162] Where: Represents the first energy consumption of the transmission when it is in first gear at the first torque point, represents the first required torque of the first motor, Represents the transmission ratio when the transmission is in first gear. represents the speed of the first motor, represents the simulation step size; and / or,

[0163] ;

[0164] Where: Represents the first energy consumption of the transmission when it is in second gear at the first torque point, Represents the transmission ratio when the transmission is in second gear. represents the simulation step size; and / or,

[0165] ;

[0166] Where: Represents the first energy consumption of the transmission when it is in third gear at the first torque point, Represents the transmission ratio when the transmission is in third gear. represents the speed of the second motor, represents the first required torque of the second motor, represents the efficiency of the second motor, represents the simulation step size; and / or,

[0167] ;

[0168] Where: Represents the first energy consumption of the transmission when it is in fourth gear at the first torque point, Represents the transmission ratio when the transmission is in fourth gear. Represents the simulation step size.

[0169] Combine multiple energy consumptions according to a set combination order, and select the combination with the lowest energy consumption in the set combination order;

[0170] Specifically, the steps of combining multiple energy consumptions according to a set combination sequence and selecting a combination with the smallest energy consumption in the set combination sequence include:

[0171] Traversing the preset energy consumption table, according to the corresponding relationship between each torque point and the energy consumption, determining the first energy consumption of the first motor when the transmission is in the first gear, the second energy consumption of the first motor when the transmission is in the second gear, the third energy consumption of the second motor when the transmission is in the third gear, and the fourth energy consumption of the second motor when the transmission is in the fourth gear corresponding to the first torque point;

[0172] Repeat the step of traversing the preset energy consumption table for a set number of times to determine the combination with the lowest energy consumption among all the total energy consumptions obtained by combining each torque point according to the set combination order;

[0173] Among them, the preset energy consumption table includes multiple torque points, and for each torque point, the first energy consumption of the first motor when the transmission is in first gear, the second energy consumption of the first motor when the transmission is in second gear, the third energy consumption of the second motor when the transmission is in third gear, and the fourth energy consumption of the second motor when the transmission is in fourth gear.

[0174] Controlling vehicle operation with vehicle operation parameters corresponding to the combination with the lowest energy consumption;

[0175] Among them, the vehicle operating parameters include the gear position of the transmission when the first motor drive coupling assembly is selectively engaged with one of the at least two driving gears, the gear position of the transmission when the second motor drive coupling assembly is selectively engaged with one of the at least two driving gears, and the torque distribution coefficient; the combination sequence is set to the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the third gear, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the fourth gear, the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the third gear, and the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the fourth gear.

[0176] First, the torque distribution coefficient is divided into discrete steps with set intervals between 0 and 1 to form a series of torque points, and the preset energy consumption table is traversed. The table contains multiple torque points and the energy consumption data of the first motor and the second motor of the transmission in different gears (first gear, second gear, third gear, and fourth gear) corresponding to each torque point. Specifically, for each torque point, the energy consumption of the first motor and the second motor in each gear is calculated.

[0177] According to the set combination sequence, the total energy consumption of the first motor and the second motor in different gear combinations is calculated, for example, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the third gear, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the fourth gear, etc. The combination sequence can be any preset sequence, but here it is in accordance with the combination of the first gear and the third gear, the first gear and the fourth gear, the second gear and the third gear, and the second gear and the fourth gear.

[0178] All calculated total energy consumption combinations are compared and the one with the lowest energy consumption is selected. This selection will take into account the discrete steps of all torque points and all preset gear combinations to ensure that the dual-motor system always works with the lowest energy consumption during vehicle driving.

[0179] The vehicle operating parameters corresponding to the combination with the lowest energy consumption are fed back to the vehicle control system, including the working gear of the first motor and the second motor, the torque distribution coefficient, etc. These parameters will be used to adjust the output torque and driving mode of the motor in real time, guiding the vehicle to operate in the most economical and efficient state.

[0180] By dynamically adjusting the motor operating mode and torque distribution, the vehicle's total energy consumption during the predetermined operating phase can be minimized, significantly improving energy utilization efficiency and reducing operating costs.

[0181] While ensuring the lowest energy consumption, this method also takes into account the power output of the motor, avoiding sacrificing power performance due to efficiency optimization, so that the vehicle can still maintain good driving performance under complex working conditions.

[0182] The control method performs calculations based on real-time data and preset energy consumption tables, realizing intelligent motor control, which can quickly respond to changes in vehicle driving conditions and enhance the system's adaptability and response speed.

[0183] By optimizing the running state of the motor, unnecessary energy loss is reduced, the heat load of the motor is lowered, the service life of the motor is extended, and cost savings are indirectly achieved.

[0184] Control method flow: The embodiment of the present application divides the torque distribution coefficient into 100 torque points. The following only describes the calculation of one of the torque points. The speed of the first motor when the transmission is in the first gear at the first torque point is calculated, the speed of the first motor when the transmission is in the second gear at the first torque point, the speed of the second motor when the transmission is in the third gear at the first torque point, and the speed of the second motor when the transmission is in the fourth gear at the first torque point. After the above speeds are calculated, the first required torque values ​​of the first motor and the second motor in different gears are calculated respectively, and then the energy consumption of the first motor and the second motor when the transmission is in different gears is calculated based on the above speeds and the first required torque values, and then the above steps are repeated to calculate 100 The energy consumption corresponding to the torque points is calculated and arranged in the set combination order. Taking the first torque point as an example, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the third gear, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the fourth gear, the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the third gear, and the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the fourth gear are obtained. The above four combination values ​​are compared. There are a total of 100 combinations. The combination with the smallest energy consumption is selected from the 100 combinations to determine the gear position of the transmission corresponding to the combination, as well as the speed, torque and other values ​​of the first motor and the second motor corresponding to the gear position, and the vehicle is controlled to move accordingly.

[0185] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0186] Unless otherwise specifically stated, the relative arrangement, numerical expressions and numerical values ​​of the parts and steps set forth in these embodiments do not limit the scope of the present invention. Meanwhile, it should be understood that, for ease of description, the sizes of the various parts shown in the accompanying drawings are not drawn according to the actual proportional relationship. The technology, method and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but in appropriate cases, the technology, method and equipment should be considered as a part of the specification. In all examples shown and discussed here, any specific value should be interpreted as being merely exemplary, rather than as a limitation. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters represent similar items in the following drawings, and therefore, once a certain item is defined in an accompanying drawing, it does not need to be further discussed in subsequent drawings.

[0187] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, perpendicular, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the devices or elements referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention. The directional words "inside and outside" refer to the inside and outside relative to the contours of each component itself.

[0188] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0189] In addition, it should be noted that the use of terms such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. If not otherwise stated, the above terms have no special meaning and therefore cannot be understood as limiting the scope of protection of the present invention.

[0190] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A dual-motor electric drive bridge control method, characterized in that: The control method is applied to a dual-motor electric drive bridge system, the dual-motor electric drive bridge system includes a first motor and a second motor, and the dual-motor electric drive bridge system also includes: At least two driving gears are respectively arranged on the output shafts of the first motor and the second motor; A driven shaft is arranged on one side of the output shafts of the first motor and the second motor and is arranged parallel to the output shafts of the first motor and the second motor, and the driven shaft is provided with at least two first transmission components respectively connected to at least two driving gears; A combination sleeve assembly is movably disposed on the driven shaft to be connected to at least one of the at least two driving gears through at least two first transmission components to switch between different gear positions; A second transmission component is provided on the driven shaft, the output end of the second transmission component is connected to the main reducer and the differential in sequence, the output end of the differential is connected to the wheels, so as to control the switching of the transmission between different gears through the combination set assembly to drive the wheels to rotate; The dual-motor electric drive axle control method includes obtaining the output torque of the driven shaft of the vehicle and the required torque of the vehicle in a predetermined operation stage during the driving of the vehicle; the required torque is the torque of the first motor and the second motor in the predetermined operation stage; The ratio of the output torque to the required torque is defined as a torque distribution coefficient, and the torque distribution coefficient is divided into a plurality of torque points at set intervals, and the energy consumption corresponding to the first motor and the second motor at each torque point when they are in different gears is calculated respectively; Combine multiple energy consumptions according to a set combination order, and select the combination with the lowest energy consumption in the set combination order; Controlling vehicle operation with vehicle operation parameters corresponding to the combination with the lowest energy consumption; Among them, the vehicle operating parameters include the gear position of the transmission when the first motor drive coupling assembly is selectively engaged with one of the at least two driving gears, the gear position of the transmission when the second motor drive coupling assembly is selectively engaged with one of the at least two driving gears, and the torque distribution coefficient; the combination sequence is set to the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the third gear, the total energy consumption of the first motor and the second motor when the transmission is in the first gear and the fourth gear, the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the third gear, and the total energy consumption of the first motor and the second motor when the transmission is in the second gear and the fourth gear.

2. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The dual-motor electric drive axle system further comprises: a first output shaft (8), the first output shaft (8) being arranged at a driving end of the first motor (1), the at least two driving gears comprising a first-gear driving gear (9) and a second-gear driving gear (10) arranged on the first output shaft (8); The first transmission component comprises a first meshing tooth (11) transmission-connected to the first-gear driving gear (9), and a second meshing tooth (12) transmission-connected to the second-gear driving gear (10); The coupling sleeve assembly comprises a first coupling sleeve (13) arranged between the first meshing teeth (11) and the second meshing teeth (12), so that when the first coupling sleeve (13) meshes with the first meshing teeth (11), the transmission is in a first gear state, and when the first coupling sleeve (13) meshes with the second meshing teeth (12), the transmission is in a second gear state.

3. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The dual-motor electric drive axle system further comprises: a second output shaft (14) provided at the driving end of the second motor (2); the at least two driving gears comprising a third-speed driving gear (15) and a fourth-speed driving gear (16) provided on the second output shaft (14); The first transmission component comprises a third meshing tooth (17) transmission-connected to the third-gear driving gear (15), and a fourth meshing tooth (18) transmission-connected to the fourth-gear driving gear (16); The coupling sleeve assembly comprises a second coupling sleeve (19) arranged between the third meshing teeth (17) and the fourth meshing teeth (18); when the second coupling sleeve (19) meshes with the third meshing teeth (17), the transmission is in a third gear state; when the second coupling sleeve (19) meshes with the fourth meshing teeth (18), the transmission is in a fourth gear state.

4. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The second transmission component (4) is a reducer gear disposed on the driven shaft (3), and the reducer gear is connected to the main reducer (5) to drive the wheels (7) to rotate via the differential (6).

5. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The steps of dividing the torque distribution coefficient into a plurality of torque points at set intervals and respectively calculating the energy consumption of the first motor and the second motor when each of the torque points is in a different gear position include: During the driving of the vehicle, a required vehicle speed and a first characteristic parameter of the vehicle are obtained, wherein the first characteristic parameter includes a speed ratio of a main reducer of the vehicle, a transmission ratio when the transmission is in a first gear, a transmission ratio when the transmission is in a second gear, a transmission ratio when the transmission is in a third gear, a transmission ratio when the transmission is in a fourth gear, and a wheel radius; According to the required vehicle speed and the first characteristic parameter, calculating the speed of the gear position of the transmission when the first motor drives the first coupling sleeve to selectively mesh with one of the first meshing teeth and the second meshing teeth, and the speed of the gear position of the transmission when the second motor drives the second coupling sleeve to selectively mesh with one of the third meshing teeth and the fourth meshing teeth; Calculating first torques corresponding to the first motor and the second motor respectively when the torque points are in different gears; According to the first torque and the rotation speed of the first motor or the second motor corresponding to the gear position where the first torque is located, the energy consumption corresponding to when the first motor and the second motor are in different gear positions at each of the torque points is obtained.

6. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The step of combining the plurality of energy consumptions in a set combination order and selecting the combination with the lowest energy consumption in the set combination order includes: Traversing the preset energy consumption table, and determining, according to the corresponding relationship between each of the torque points and the energy consumption, a first energy consumption of the first motor when the transmission is in the first gear, a second energy consumption of the first motor when the transmission is in the second gear, a third energy consumption of the second motor when the transmission is in the third gear, and a fourth energy consumption of the second motor when the transmission is in the fourth gear, corresponding to the first torque point; Repeating the step of traversing the preset energy consumption table for a set number of times to determine the combination with the lowest energy consumption among all the total energy consumptions obtained by combining the torque points according to the set combination sequence; Among them, the preset energy consumption table includes multiple torque points, and each torque point corresponds to the first energy consumption of the first motor when the transmission is in the first gear, the second energy consumption of the first motor when the transmission is in the second gear, the third energy consumption of the second motor when the transmission is in the third gear, and the fourth energy consumption of the second motor when the transmission is in the fourth gear.

7. The dual-motor electric drive bridge control method according to claim 1, characterized in that: The step of obtaining the required torque of the vehicle in the predetermined operation phase comprises: Acquiring a second characteristic parameter of the vehicle, the second characteristic parameter including a required power of the vehicle, a rotation speed of the driven shaft, a transmission efficiency of the main reducer, a radius of a wheel, and a required speed of the vehicle; Substituting the second characteristic parameter into the first formula to calculate the required torque; Among them, the first formula is: ； Where: represents the required torque; represents the required power; represents the transmission efficiency of the main reducer; represents the rotational speed of the driven shaft, , represents the required vehicle speed, represents the final reducer speed ratio, and r represents the wheel radius.

8. The dual-motor electric drive bridge control method according to claim 5, characterized in that: The first calculation formula for calculating the speeds of the first motor and the second motor corresponding to different gears of the transmission of the vehicle according to the required vehicle speed and the first characteristic parameter includes: The calculation formula for calculating the speed of the first motor corresponding to the first torque point of the transmission in the first gear is: ； Where: represents the speed of the first motor, Represents the transmission ratio when the transmission is in first gear. represents the speed ratio of the main reducer, r represents the wheel radius, represents the required vehicle speed; and / or, The calculation formula for calculating the speed of the first motor corresponding to the first torque point of the transmission in the second gear is: ； Where: represents the speed of the first motor, Represents the transmission ratio when the transmission is in second gear. represents the speed ratio of the main reducer, r represents the wheel radius, represents the required vehicle speed; and / or, The calculation formula for calculating the speed of the second motor corresponding to the first torque point of the transmission in the third gear is: ； Where: represents the speed of the second motor, Represents the transmission ratio when the transmission is in third gear. represents the speed ratio of the main reducer, r represents the wheel radius, represents the required vehicle speed; and / or, The calculation formula for calculating the speed of the second motor corresponding to the first torque point of the transmission in the fourth gear is: ； Where: represents the speed of the second motor, Represents the transmission ratio when the transmission is in fourth gear. represents the speed ratio of the main reducer, r represents the wheel radius, represents the required vehicle speed; The rotational speeds of the first motor or the second motor when the transmission is in different gears corresponding to each torque point are calculated according to the first calculation formula, and the rotational speeds of the first motor and the second motor of the vehicle when the transmission is in different gears at all the torque points are obtained.

9. The dual-motor electric drive bridge control method according to claim 5, characterized in that: The second calculation formula for calculating the first torque of the first motor and the second motor corresponding to the transmission being in different gears at each torque point includes: The formula for calculating the first required torque of the first motor when the transmission is in the first gear at the first torque point is: ； Where: represents the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in first gear; and / or, The formula for calculating the first required torque of the first motor when the transmission is in the second gear at the first torque point is: ； Where: represents the first required torque of the first motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in second gear; and / or, The formula for calculating the first required torque of the second motor when the transmission is in the third gear at the first torque point is: ； Where: represents the first required torque of the second motor, represents the torque value of the first torque point, represents the required torque, represents the gear ratio when the transmission is in third gear; and / or, The formula for calculating the first required torque of the second motor when the transmission is in the fourth gear at the first torque point is: and / or, Where: represents the first required torque of the second motor, represents the torque value of the first torque point, Represents the transmission ratio when the transmission is in fourth gear. represents the required torque; The rotational speeds of the first motor and the second motor when the transmission is in different gears corresponding to each torque point are calculated according to the second calculation formula to obtain the first required torque corresponding to the first motor and the second motor when the transmission is in different gears at all the torque points.

10. The dual-motor electric drive bridge control method according to claim 5, characterized in that: The third calculation formula for obtaining the energy consumption corresponding to the first motor and the second motor when each of the torque points is in different gears is obtained based on the first torque and the speed corresponding to the gear where the first torque is located. include: ； Where: Represents the first energy consumption of the transmission when it is in first gear at the first torque point, represents a first required torque of the first motor, represents the transmission ratio when the transmission is in first gear, represents the speed of the first motor, represents the simulation step length, represents the efficiency of the first motor; and / or, ； Where: Represents the first energy consumption of the transmission when it is in second gear at the first torque point, represents the transmission ratio when the transmission is in second gear, represents the simulation step length, represents the efficiency of the first motor; and / or, ； Where: represents the first energy consumption of the transmission when it is in the third gear at the first torque point, Represents the transmission ratio when the transmission is in third gear. represents the speed of the second motor, represents a first required torque of the second motor, represents the efficiency of the second motor, represents the simulation step size; and / or, ； Where: represents the first energy consumption of the transmission when it is in the fourth gear at the first torque point, Represents the transmission ratio when the transmission is in fourth gear. represents a first required torque of the second motor, represents the simulation step length, represents the efficiency of the second motor.

Images